A longitudinal displacement compensation control method and system for a vehicle turning in place

Abstract

This invention provides a longitudinal displacement compensation control method and system for vehicle in-situ steering, relating to the field of automotive chassis dynamics control technology. The method includes: acquiring longitudinal acceleration and yaw rate signals from an onboard inertial measurement unit; correcting the longitudinal signals to obtain a corrected longitudinal acceleration; obtaining a longitudinal speed error based on the corrected longitudinal acceleration; setting a speed error dead zone threshold; controlling the braking pressure of the inner front axle wheel based on the speed error dead zone threshold and the longitudinal speed error; monitoring the convergence state of the longitudinal speed error; adjusting the gain of the pressure control based on the error convergence state; and dynamically constraining the upper limit of the front motor torque based on the braking pressure to achieve decoupled coordination between drive and braking. This invention can effectively suppress longitudinal drift of the rotation center during in-situ steering, improve all-road adaptability and steering stability, and is suitable for vehicles with dual front and rear motor drives.

Description

Technical Field

[0001] This invention relates to the field of automotive chassis dynamics control technology, and in particular to a longitudinal displacement compensation control method and system for vehicle in-place steering. Background Technology

[0002] With the rapid development of new energy vehicles and intelligent chassis technology, the ability to turn on the spot / make a U-turn has become a key technology for improving vehicle passability and maneuverability, and is widely used in scenarios such as off-roading, engineering operations, and confined space maneuvering. The current mainstream dual-motor drive architecture for turning on the spot generally adopts a front axle forward drive and a rear axle reverse drive, combined with the full steering wheel rotation angle and the locking of the outer rear wheel, to achieve turning on the spot with the outer rear wheel as the center of rotation.

[0003] The existing technology has the following main drawbacks:

[0004] 1. The center of rotation is prone to longitudinal shift, and the center of rotation drift is uncontrollable. During the turning process, the vehicle is affected by uneven road surface adhesion, motor output fluctuations, load transfer, etc., which can easily cause it to lurch forward, move backward, or slip, resulting in an increased turning radius and loss of attitude control.

[0005] 2. The control strategy relies on fixed geometric rotational speed matching, lacking real-time status feedback and closed-loop correction. It fails to consider the centripetal acceleration interference caused by the misalignment of the IMU installation position and the geometric rotation center, making it impossible to obtain the true longitudinal motion state and difficult to dynamically compensate for displacement deviations.

[0006] 3. Poor road adaptability. The fixed torque and braking parameters cannot be adapted to different road surfaces with different adhesion coefficients, such as asphalt, gravel, mud, and sand, which can easily lead to problems such as excessive impact on hard surfaces and getting stuck on soft surfaces.

[0007] 4. There is a coupling conflict between drive and braking. The driving force of the front motor and the braking force of the inner wheel are not decoupled and coordinated, which can easily lead to power resistance, system overheating, and ride vibration.

[0008] Therefore, there is an urgent need for a longitudinal displacement compensation control method and system for vehicle in-situ turning to solve the existing technical problems. Summary of the Invention

[0009] The present invention aims to solve at least one of the technical problems existing in the prior art, and proposes a longitudinal displacement compensation control method and system for vehicle in-situ steering.

[0010] In a first aspect, embodiments of the present invention provide a longitudinal displacement compensation control method for vehicle in-situ turning, comprising:

[0011] The longitudinal acceleration signal and yaw rate signal of the vehicle-mounted inertial measurement unit are acquired, the longitudinal signal is corrected to obtain the corrected longitudinal acceleration, and the longitudinal velocity error is obtained based on the corrected longitudinal acceleration.

[0012] Set a speed error dead zone threshold, and control the braking pressure of the inner wheel of the front axle based on the speed error dead zone threshold and the longitudinal speed error.

[0013] The convergence state of the longitudinal velocity error is monitored, and the gain of the pressure control is adjusted according to the error convergence state.

[0014] By dynamically constraining the upper limit of the front motor torque based on braking pressure, the decoupled coordination of drive and braking is achieved.

[0015] Furthermore, the longitudinal signal is corrected to obtain the corrected longitudinal acceleration. Specifically, the method includes: modifying the original longitudinal acceleration signal a... x_read The longitudinal acceleration signal a is obtained by performing Kalman filtering or low-pass filtering. x_filt The acceleration signal a is determined based on the yaw rate, vehicle track width, and vehicle wheelbase. x_filt After correction, the corrected longitudinal acceleration a is obtained. x_actual The longitudinal acceleration a x_actual The calculation formula is:

[0016] ;

[0017] in, d is the actual yaw rate, l is the vehicle track width, and l is the vehicle wheelbase.

[0018] Furthermore, based on the corrected longitudinal acceleration, the longitudinal velocity error is obtained. Specifically, this method includes: adjusting the corrected longitudinal acceleration... Integrating over time yields the actual longitudinal velocity v after eliminating interference. x_actual = Set the ideal longitudinal velocity target v for turning around in place. target Under normal circumstances, the longitudinal velocity target v target Set to 0 to calculate longitudinal velocity error in real time. v =v x_actual -v target .

[0019] Furthermore, based on the speed error dead zone threshold and the longitudinal speed error, the braking pressure of the inner wheel of the front axle is controlled, specifically by the following methods:

[0020] Set a speed error dead zone threshold δ; when the absolute value of the longitudinal speed error |Error_v|≤δ, maintain the braking pressure of the inner front axle wheel unchanged, filter out noise and avoid frequent braking system operation; when the absolute value of the longitudinal speed error |Error_v|>δ, use a PID controller to dynamically adjust the braking pressure of the inner front axle wheel to suppress longitudinal displacement.

[0021]

[0022] Furthermore, the dead zone threshold is used to filter out sensor noise and prevent the braking system from frequently building up / releasing pressure, which could cause vibration and thermal overload. Also, near the zero position, even a tiny error can cause the controller to frequently switch between "pressurizing" and "depressurizing," resulting in low-frequency oscillations due to hysteresis.

[0023] Furthermore, the convergence state of the longitudinal velocity error is monitored, and the pressure control gain is adjusted according to the error convergence state. Specific methods include:

[0024] Introducing the adaptive learning gain factor η, the actual scaling factor Constrain η>0, with Kp_base as the base proportional coefficient; monitor the convergence status of longitudinal velocity error Error_v within the control cycle: if the error continues to diverge, accumulate the learning factor: η=η+△step; if there is frequent overshoot, decrease η and decay the learning factor: η=η+△decay; achieve adaptive optimization of control gain under different road surface adhesion conditions through online learning until the center of the circle is stable.

[0025] Furthermore, based on the dynamic constraint of braking pressure on the upper limit of the front motor torque, in order to prevent counter-pulling between braking and driving, specific methods include:

[0026] Establish a linkage constraint mechanism to limit the torque output of the front motor. motor Subjected to inner braking pressure Constraints, specifically the constraint formulas are as follows:

[0027]

[0028] It is a horizontal axis The vertical axis represents a two-dimensional mapping table of constraint coefficients, where the maximum value of each constraint coefficient is limited to 1. It is limited by the capabilities of the motor itself and the battery.

[0029] Secondly, the present invention also discloses a longitudinal displacement compensation control system for vehicle in-situ steering, comprising: a longitudinal speed error calculation unit, a pressure control unit, an adaptive learning unit, and a power decoupling unit; wherein:

[0030] The longitudinal velocity error calculation unit is used to acquire the longitudinal acceleration signal and yaw rate signal of the vehicle-mounted inertial measurement unit, correct the longitudinal signal to obtain the corrected longitudinal acceleration, and obtain the longitudinal velocity error based on the corrected longitudinal acceleration.

[0031] The pressure control unit is used to set the speed error dead zone threshold and control the braking pressure of the inner wheel of the front axle based on the speed error dead zone threshold and the longitudinal speed error.

[0032] An adaptive learning unit is used to monitor the convergence state of the longitudinal velocity error and adjust the gain of the pressure control according to the error convergence state.

[0033] The power decoupling unit is used to dynamically constrain the upper limit of the front motor torque according to the braking pressure, so as to achieve decoupling and coordination between drive and braking.

[0034] Thirdly, the present invention also discloses an electronic device, comprising:

[0035] One or more processors;

[0036] Memory, used to store one or more programs;

[0037] When the one or more programs are executed by the one or more processors, the one or more processors implement the control method.

[0038] The present invention also discloses a computer-readable medium storing a computer program, characterized in that the computer program, when executed by a processor, implements the steps in the control method.

[0039] This invention provides a longitudinal displacement compensation control method and system for vehicle in-situ steering. The method includes: acquiring longitudinal acceleration and yaw rate signals from an onboard inertial measurement unit; correcting the longitudinal signals to obtain a corrected longitudinal acceleration; obtaining a longitudinal speed error based on the corrected longitudinal acceleration; setting a speed error dead zone threshold; controlling the braking pressure of the inner front axle wheel according to the speed error dead zone threshold and the longitudinal speed error; monitoring the convergence state of the longitudinal speed error; adjusting the gain of the pressure control according to the error convergence state; and dynamically constraining the upper limit of the front motor torque based on the braking pressure to achieve decoupled coordination between drive and braking. This invention can effectively suppress longitudinal drift of the rotation center during in-situ steering, improve all-road adaptability and steering stability, is suitable for vehicles with dual front and rear motor drives, and has mass production deployment value.

[0040] Compared with the prior art, the present invention has the following beneficial effects:

[0041] 1. Precise locking of the rotation center: This invention uses IMU closed-loop feedback and longitudinal displacement compensation to suppress longitudinal drift of the center of rotation from the root, thereby achieving stable circular rotation.

[0042] 2. Reliable signal: This invention introduces a geometric pose correction term to eliminate centripetal acceleration interference caused by the circular motion of the IMU, ensuring the accuracy of state estimation.

[0043] 3. Stable and smooth system: The dead zone logic of this invention suppresses high-frequency jitter and frequent operation of the brake pump, and the power decoupling avoids the driving and braking counteracting each other, thereby improving driving comfort and component life.

[0044] 4. All-road adaptive: The online learning gain of this invention does not require pre-identification of the road surface, and it can stably perform stationary steering with one click on both hard and soft roads. Attached Figure Description

[0045] Figure 1 A flowchart illustrating a longitudinal displacement compensation control method for vehicle in-situ turning provided in an embodiment of the present invention;

[0046] Figure 2 A schematic diagram illustrating longitudinal acceleration correction provided in an embodiment of the present invention;

[0047] Figure 3 A structural block diagram of a longitudinal displacement compensation control system for vehicle in-situ steering provided in an embodiment of the present invention;

[0048] Figure 4 This is a structural block diagram of an electronic device provided in an embodiment of the present invention. Detailed Implementation

[0049] To enable those skilled in the art to better understand the technical solutions of the present invention, exemplary embodiments of the present invention are described below in conjunction with the accompanying drawings, including various details of the embodiments of the present invention to aid understanding. These should be considered merely exemplary. Therefore, those skilled in the art should recognize that various changes and modifications can be made to the embodiments described herein without departing from the scope and spirit of the present invention. Similarly, for clarity and brevity, descriptions of well-known functions and structures are omitted in the following description.

[0050] Where there is no conflict, the various embodiments of the present invention and the features thereof may be combined with each other.

[0051] As used herein, the term “and / or” includes any and all combinations of one or more related enumerated entries.

[0052] The terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the invention. As used herein, the singular forms “a” and “the” are intended to include the plural forms as well, unless the context clearly indicates otherwise. It will also be understood that when the terms “comprising” and / or “made of” are used in this specification, the presence of the stated feature, integral, step, operation, element, and / or component is specified, but the presence or addition of one or more other features, integrals, steps, operations, elements, components, and / or groups thereof is not excluded. Terms such as “connected” or “linked” are not limited to physical or mechanical connections but can include electrical connections, whether direct or indirect.

[0053] Unless otherwise specified, all terms used herein (including technical and scientific terms) have the same meaning as commonly understood by one of ordinary skill in the art. It will also be understood that terms such as those defined in commonly used dictionaries should be interpreted as having the meaning consistent with their meaning in the context of the relevant art and the invention, and will not be interpreted as having an idealized or overly formal meaning unless expressly so defined herein.

[0054] In the technical solution of this invention, the collection, storage, use, processing, transmission, provision, and disclosure of user personal information all comply with relevant laws and regulations and do not violate public order and good morals. The use of user data in this technical solution follows relevant national laws and regulations (e.g., the "Information Security Technology - Personal Information Security Specification"). For example: appropriate measures are taken for personal information access control; restrictions are imposed on the display of personal information; the purpose of using personal information does not exceed the scope of direct or reasonable association; and explicit identity targeting is eliminated when using personal information to avoid precisely locating a specific individual.

[0055] To address at least one of the technical problems existing in the aforementioned related technologies, the present invention provides a longitudinal displacement compensation control method and system for vehicle in-situ turning;

[0056] This embodiment discloses a longitudinal displacement compensation control method for vehicle in-situ steering, such as Figure 1 ,include:

[0057] S100. Acquire the longitudinal acceleration signal and yaw rate signal from the vehicle-mounted inertial measurement unit, correct the longitudinal signal to obtain the corrected longitudinal acceleration, and obtain the longitudinal velocity error based on the corrected longitudinal acceleration;

[0058] In this embodiment, the longitudinal signal is corrected to obtain the corrected longitudinal acceleration. Specifically, the method includes: correcting the original longitudinal acceleration signal a... x_read The longitudinal acceleration signal a is obtained by performing Kalman filtering or low-pass filtering. x_filtThe acceleration signal a is determined based on the yaw rate, vehicle track width, and vehicle wheelbase. x_filt After correction, the corrected longitudinal acceleration a is obtained. x_actual The longitudinal acceleration a x_actual The calculation formula is:

[0059] ;

[0060] in, d is the actual yaw rate, l is the vehicle track width, and l is the vehicle wheelbase.

[0061] Specifically, the first input signal is: the high-frequency acceleration signal ax_read (longitudinal) and the yaw rate signal ω received from the vehicle-mounted inertial measurement unit (IMU).

[0062] Then, signal processing is performed: First, signal filtering. The original longitudinal acceleration signal ax_read is subjected to Kalman filtering or low-pass filtering to obtain the filtered longitudinal acceleration signal ax_filt. Second, signal correction. IMU sensors are typically installed near the vehicle's center of gravity, rather than at the absolute geometric center of rotation (anchor point). When making a U-turn, the vehicle rotates around the outer rear wheel, and the IMU moves in a circle with the vehicle. Because the sensor's installation position is off-center from the rotation center, the sensor will detect an acceleration pointing towards the rotation center. In this case, the original longitudinal acceleration signal ax_read read from the IMU cannot reflect the vehicle's actual longitudinal acceleration.

[0063] according to Figure 2 Modeling was performed, and the corrected longitudinal acceleration was obtained. . d is the actual yaw rate, l is the vehicle track width, and l is the vehicle wheelbase.

[0064] In this embodiment, the longitudinal velocity error is obtained based on the corrected longitudinal acceleration. The specific method includes: adjusting the corrected longitudinal acceleration... Integrate to obtain the actual longitudinal velocity vx_actual after eliminating interference; set the ideal longitudinal velocity target v for turning around in place. target Real-time calculation of longitudinal velocity error. v =v x_actual -v target .

[0065] S200. Set a speed error dead zone threshold, and control the braking pressure of the inner wheel of the front axle according to the speed error dead zone threshold and the longitudinal speed error.

[0066] In this embodiment, the braking pressure of the inner wheel of the front axle is controlled based on the speed error dead zone threshold and the longitudinal speed error. The specific method includes:

[0067] A speed error dead zone threshold δ is set. The dead zone threshold is used to filter out sensor noise and avoid vibration and thermal overload caused by frequent pressure build-up / de-pressure of the braking system. When the absolute value of the longitudinal speed error |Error_v|≤δ, the braking pressure of the inner front axle wheel is kept constant to filter out noise and avoid frequent braking system operation. When the absolute value of the longitudinal speed error |Error_v|>δ, a PID controller is used to dynamically adjust the braking pressure of the inner front axle wheel to suppress longitudinal displacement.

[0068] Specifically, step S200 in this embodiment is the core closed-loop logic of the present invention. The controller dynamically adjusts the braking pressure Pbrake_fi of the inner wheel of the front axle based on the error Errorv.

[0069] The control logic is as follows:

[0070] Stability Dead Zone Management: A speed error threshold δ is set as the dead zone. The reason for including a dead zone is that even after filtering, the sensor still exhibits minute signal fluctuations (noise). If executed strictly according to PID control, the braking system would frequently deflate / build pressure due to these tiny, false error signals, leading to pump overload. Secondly, the mechanical system (brake pads and discs) has a free travel. Near zero, extremely small errors cause the controller to frequently switch between "pressurization" and "depressurization," generating low-frequency vibrations due to hysteresis. When |Errorv| < δ, the controller maintains the current actuator pressure, filters out high-frequency noise, and prevents frequent braking system actions that generate high-frequency vibrations.

[0071] When |Errorv|>δ, PID control is used.

[0072]

[0073] S300. Monitor the convergence state of the longitudinal velocity error and adjust the gain of the pressure control according to the error convergence state;

[0074] In this embodiment, the convergence state of the longitudinal velocity error is monitored, and the pressure control gain is adjusted according to the error convergence state. The specific method includes:

[0075] Introducing the adaptive learning gain factor η, the actual scaling factor Kp_base is the basic proportional coefficient; the longitudinal velocity error Error_v convergence status is monitored during the control cycle: if the error continues to diverge, η is increased; if there is frequent overshoot, η is decreased; the control gain is adaptively optimized under different road surface adhesion conditions through online learning.

[0076] Specifically, to address the issue of varying braking force requirements on different road surfaces, step S300 of this invention introduces an adaptive learning gain factor η, constrained to be greater than 0. A base proportional coefficient is then set. Actual control coefficient = The system monitors the convergence of the error Errorv within each control cycle (e.g., 10ms). If Errorv continues to diverge after braking, it indicates high road surface adhesion or resistance, and the system automatically accumulates a learning factor: η = η + Δstep. If frequent overshoot occurs, the system automatically decays the learning factor: η = η + Δdecay. The system records the η value under this terrain and continuously optimizes it during the turn until the center of the circle is stable.

[0077] S400. The upper limit of the front motor torque is dynamically constrained based on braking pressure to achieve decoupling and coordination between drive and braking. In this embodiment, the specific method for dynamically constraining the upper limit of the front motor torque based on braking pressure includes:

[0078] Establish a linkage constraint mechanism to limit the torque output of the front motor. motor Subjected to inner braking pressure Constraints, specifically the constraint formulas are as follows:

[0079]

[0080] It is a horizontal axis The vertical axis represents a two-dimensional mapping table of constraint coefficients, where the maximum value of each constraint coefficient is limited to 1. It is limited by the capabilities of the motor itself and the battery.

[0081] Specifically, to prevent the "front inner braking" and "front motor drive" from pulling against each other, causing the motor to spin excessively and the brake to brake excessively, resulting in overheating or vibration, this invention establishes a linkage constraint mechanism. The upper limit of the front motor's torque output, Limitmotor, is not fixed but is subject to the inner braking pressure. Number of impacts.

[0082]

[0083] It is a horizontal axis The vertical axis represents a two-dimensional mapping table of constraint coefficients, where the maximum value of each constraint coefficient is limited to 1. It is limited by the capabilities of the motor itself and the battery.

[0084] This embodiment provides a longitudinal displacement compensation control method for vehicle in-situ steering, including: acquiring longitudinal acceleration and yaw rate signals from an onboard inertial measurement unit; correcting the longitudinal signals to obtain a corrected longitudinal acceleration; obtaining a longitudinal speed error based on the corrected longitudinal acceleration; setting a speed error dead zone threshold; controlling the braking pressure of the inner front axle wheel according to the speed error dead zone threshold and the longitudinal speed error; monitoring the convergence state of the longitudinal speed error; adjusting the gain of the pressure control according to the error convergence state; and dynamically constraining the upper limit of the front motor torque according to the braking pressure to achieve decoupled coordination between drive and braking. This invention can effectively suppress longitudinal drift of the rotation center during in-situ steering, improve all-road adaptability and steering stability, is suitable for vehicles with dual front and rear motor drives, and has mass production deployment value.

[0085] To better understand this implementation, the execution flow of the control method is described in detail below with a specific example, including the following steps:

[0086] 1. The vehicle enters the stationary steering mode, the steering wheel is turned to its limit angle, the rear axle is driven in the opposite direction and the front axle is driven in the forward direction, establishing a high slip ratio steering condition.

[0087] 2. The IMU outputs ax_read and ω in real time, which are then low-pass filtered to obtain ax_filt.

[0088] 3. Calculate the actual longitudinal acceleration ax_actual according to the formula, integrate to obtain vx_actual, and calculate the velocity error Error_v.

[0089] 4. Dead zone detection:

[0090] |Error_v|<δ: Maintain constant braking pressure;

[0091] |Error_v|>δ: Start PID calculation of target braking pressure and execute closed-loop regulation.

[0092] 5. The adaptive learning module updates the gain η every 10ms and adjusts the control strength according to the error convergence trend.

[0093] 6. The power decoupling module obtains the constraint coefficients by looking up the table based on the current P_brake_fi, and calculates and limits the upper limit of the front motor torque.

[0094] 7. Execute repeatedly until the redirection is complete.

[0095] Based on the same inventive concept, embodiments of the present invention also provide a longitudinal displacement compensation control system for vehicle in-situ steering, such as... Figure 3 It includes: a longitudinal velocity error calculation unit, a pressure control unit, an adaptive learning unit, and a dynamic decoupling unit; wherein:

[0096] The longitudinal velocity error calculation unit is used to acquire the longitudinal acceleration signal and yaw rate signal of the vehicle-mounted inertial measurement unit, correct the longitudinal signal to obtain the corrected longitudinal acceleration, and obtain the longitudinal velocity error based on the corrected longitudinal acceleration.

[0097] The pressure control unit is used to set the speed error dead zone threshold and control the braking pressure of the inner wheel of the front axle based on the speed error dead zone threshold and the longitudinal speed error.

[0098] An adaptive learning unit is used to monitor the convergence state of the longitudinal velocity error and adjust the gain of the pressure control according to the error convergence state.

[0099] The power decoupling unit is used to dynamically constrain the upper limit of the front motor torque according to the braking pressure, so as to achieve decoupling and coordination between drive and braking.

[0100] The specific working methods of the longitudinal speed error calculation unit, pressure control unit, adaptive learning unit and power decoupling unit have been described in detail in the above-mentioned longitudinal displacement compensation control method for vehicle in-situ steering, and will not be repeated here in this embodiment.

[0101] Based on the same inventive concept, embodiments of the present invention also provide an electronic device. Figure 4 This is a structural block diagram of an electronic device provided in an embodiment of the present invention. Figure 4 As shown, an embodiment of the present invention provides an electronic device including: one or more processors 101, a memory 102, and one or more I / O interfaces 103. The memory 102 stores one or more programs, which, when executed by the one or more processors, cause the one or more processors to implement any of the control methods described in the above embodiments; the one or more I / O interfaces 103 are connected between the processor and the memory, configured to enable information interaction between the processor and the memory.

[0102] The processor 101 is a device with data processing capabilities, including but not limited to a central processing unit (CPU); the memory 102 is a device with data storage capabilities, including but not limited to random access memory (RAM, more specifically SDRAM, DDR, etc.), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), and flash memory (FLASH); the I / O interface (read / write interface) 103 is connected between the processor 101 and the memory 102, and can realize information interaction between the processor 101 and the memory 102, including but not limited to a data bus (Bus).

[0103] In some embodiments, the processor 101, memory 102, and I / O interface 103 are interconnected via bus 104, and thus connected to other components of the computing device.

[0104] In some embodiments, the one or more processors 101 include a field-programmable gate array.

[0105] This invention also provides a computer-readable medium. The computer-readable medium stores a computer program, which, when executed by a processor, implements the steps of any of the control methods described in the above embodiments. The computer-readable storage medium may be volatile or non-volatile.

[0106] This invention also provides a computer program product, including computer-readable code, or a non-volatile computer-readable storage medium carrying computer-readable code. When the computer-readable code is run in the processor of an electronic device, the processor in the electronic device executes the above-described control method.

[0107] Those skilled in the art will understand that all or some of the steps, systems, and apparatuses disclosed above, and their functional modules / units, can be implemented as software, firmware, hardware, or suitable combinations thereof. In hardware implementations, the division between functional modules / units mentioned above does not necessarily correspond to the division of physical components; for example, a physical component may have multiple functions, or a function or step may be performed collaboratively by several physical components. Some or all physical components may be implemented as software executed by a processor, such as a central processing unit, digital signal processor, or microprocessor, or as hardware, or as an integrated circuit, such as an application-specific integrated circuit (ASIC). Such software can be distributed on a computer-readable storage medium, which may include computer storage media (or non-transitory media) and communication media (or transient media).

[0108] As is known to those skilled in the art, the term computer storage medium includes volatile and non-volatile, removable and non-removable media implemented in any method or technology for storing information, such as computer-readable program instructions, data structures, program modules, or other data. Computer storage media includes, but is not limited to, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM), static random access memory (SRAM), flash memory or other memory technologies, portable compact disc read-only memory (CD-ROM), digital versatile disc (DVD) or other optical disc storage, magnetic cartridges, magnetic tape, disk storage or other magnetic storage devices, or any other medium that can be used to store desired information and is accessible to a computer. Furthermore, it is known to those skilled in the art that communication media typically contain computer-readable program instructions, data structures, program modules, or other data in modulated data signals such as carrier waves or other transmission mechanisms, and may include any information delivery medium.

[0109] The computer-readable program instructions described herein can be downloaded from computer-readable storage media to various computing / processing devices, or downloaded via a network, such as the Internet, local area network, wide area network, and / or wireless network, to an external computer or external storage device. The network may include copper transmission cables, fiber optic transmission, wireless transmission, routers, firewalls, switches, gateway computers, and / or edge servers. A network adapter card or network interface in each computing / processing device receives the computer-readable program instructions from the network and forwards them to the computer-readable storage media in the respective computing / processing device.

[0110] The computer program instructions used to perform the operations of this invention may be assembly instructions, instruction set architecture (ISA) instructions, machine instructions, machine-dependent instructions, microcode, firmware instructions, state setting data, or source code or object code written in any combination of one or more programming languages, including object-oriented programming languages ​​such as Smalltalk, C++, etc., and conventional procedural programming languages ​​such as the "C" language or similar programming languages. The computer-readable program instructions may be executed entirely on the user's computer, partially on the user's computer, as a standalone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving a remote computer, the remote computer may be connected to the user's computer via any type of network—including a local area network (LAN) or a wide area network (WAN)—or may be connected to an external computer (e.g., via the Internet using an Internet service provider). In some embodiments, electronic circuitry, such as programmable logic circuitry, field-programmable gate arrays (FPGAs), or programmable logic arrays (PLAs), is personalized by utilizing state information from the computer-readable program instructions. This electronic circuitry can execute the computer-readable program instructions to implement various aspects of the invention.

[0111] The computer program product described herein can be implemented specifically through hardware, software, or a combination thereof. In one alternative embodiment, the computer program product is specifically embodied in a computer storage medium; in another alternative embodiment, the computer program product is specifically embodied in a software product, such as a software development kit (SDK), etc.

[0112] Various aspects of the present invention are described herein with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the invention. It should be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer-readable program instructions.

[0113] These computer-readable program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing apparatus to produce a machine such that, when executed by the processor of the computer or other programmable data processing apparatus, they create means for implementing the functions / actions specified in one or more blocks of the flowchart and / or block diagram. These computer-readable program instructions can also be stored in a computer-readable storage medium that causes a computer, programmable data processing apparatus, and / or other device to operate in a particular manner; thus, the computer-readable medium storing the instructions comprises an article of manufacture that includes instructions for implementing aspects of the functions / actions specified in one or more blocks of the flowchart and / or block diagram.

[0114] Computer-readable program instructions may also be loaded onto a computer, other programmable data processing apparatus, or other device to cause a series of operational steps to be performed on the computer, other programmable data processing apparatus, or other device to produce a computer-implemented process, thereby causing the instructions executed on the computer, other programmable data processing apparatus, or other device to perform the functions / actions specified in one or more boxes of a flowchart and / or block diagram.

[0115] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of the present invention. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of an instruction, which contains one or more executable instructions for implementing a specified logical function. In some alternative implementations, the functions marked in the blocks may occur in a different order than those shown in the drawings. For example, two consecutive blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in the block diagrams and / or flowcharts, and combinations of blocks in the block diagrams and / or flowcharts, may be implemented using a dedicated hardware-based system that performs the specified function or action, or using a combination of dedicated hardware and computer instructions.

[0116] Example embodiments have been disclosed herein, and while specific terminology has been used, it is for illustrative purposes only and should be construed as such, and is not intended to be limiting. In some instances, it will be apparent to those skilled in the art that features, characteristics, and / or elements described in conjunction with particular embodiments may be used alone, or in combination with features, characteristics, and / or elements described in conjunction with other embodiments, unless otherwise expressly indicated. Therefore, those skilled in the art will understand that various changes in form and detail may be made without departing from the scope of the invention as set forth in the appended claims.

Claims

1. A longitudinal displacement compensation control method for vehicle in-situ turning, characterized in that, include: The longitudinal acceleration signal and yaw rate signal of the vehicle-mounted inertial measurement unit are acquired, the longitudinal signal is corrected to obtain the corrected longitudinal acceleration, and the longitudinal velocity error is obtained based on the corrected longitudinal acceleration. Set a speed error dead zone threshold, and control the braking pressure of the inner wheel of the front axle based on the speed error dead zone threshold and the longitudinal speed error. The convergence state of the longitudinal velocity error is monitored, and the gain of the pressure control is adjusted according to the error convergence state. By dynamically constraining the upper limit of the front motor torque based on braking pressure, the decoupled coordination of drive and braking is achieved.

2. The method according to claim 1, characterized in that, The longitudinal signal is corrected to obtain the corrected longitudinal acceleration. Specifically, the method includes: correcting the original longitudinal acceleration signal a... x_read The longitudinal acceleration signal a is obtained by performing Kalman filtering or low-pass filtering. x_filt The acceleration signal a is determined based on the yaw rate, vehicle track width, and vehicle wheelbase. x_filt After correction, the corrected longitudinal acceleration a is obtained. x_actual The longitudinal acceleration a x_actual The calculation formula is: ； in, d is the actual yaw rate, l is the vehicle track width, and l is the vehicle wheelbase.

3. The method according to claim 1, characterized in that, Based on the corrected longitudinal acceleration, the longitudinal velocity error is obtained. The specific method includes: adjusting the corrected longitudinal acceleration... Integrating over time yields the actual longitudinal velocity vx_actual after eliminating interference. Set the ideal longitudinal velocity target v for turning around in place. target Real-time calculation of longitudinal velocity error. v =v x_actual -v target .

4. The method according to claim 1, characterized in that, Based on the aforementioned speed error dead zone threshold and longitudinal speed error, the braking pressure of the inner wheel of the front axle is controlled, specifically through the following methods: Set a speed error dead zone threshold δ; when the absolute value of the longitudinal speed error |Error_v|≤δ, maintain the braking pressure of the inner front axle wheel unchanged, filter out noise and avoid frequent braking system operation; when the absolute value of the longitudinal speed error |Error_v|>δ, use a PID controller to dynamically adjust the braking pressure of the inner front axle wheel to suppress longitudinal displacement.

5. The method according to claim 4, characterized in that, The dead zone threshold is used to filter out sensor noise and prevent the braking system from frequently building up / releasing pressure, which could cause vibration and thermal overload.

6. The method according to claim 4, characterized in that, The convergence state of the longitudinal velocity error is monitored, and the pressure control gain is adjusted according to the error convergence state. Specific methods include: Introducing the adaptive learning gain factor η, the actual scaling factor Kp_base is the basic proportional coefficient; the longitudinal velocity error Error_v convergence status is monitored during the control cycle: if the error continues to diverge, η is increased; if there is frequent overshoot, η is decreased; the control gain is adaptively optimized under different road surface adhesion conditions through online learning.

7. The method according to claim 1, characterized in that, The upper limit of the front motor torque is dynamically constrained based on braking pressure. Specific methods include: Establish a linkage constraint mechanism to limit the torque output of the front motor. motor Subjected to inner braking pressure Constraints, specifically the constraint formulas are as follows: It is a horizontal axis The vertical axis represents a two-dimensional mapping table of constraint coefficients, where the maximum value of each constraint coefficient is limited to 1. It is limited by the capabilities of the motor itself and the battery.

8. A longitudinal displacement compensation control system for vehicle in-situ steering, characterized in that, include: The system comprises a longitudinal velocity error calculation unit, a pressure control unit, an adaptive learning unit, and a dynamic decoupling unit; among which: The longitudinal velocity error calculation unit is used to acquire the longitudinal acceleration signal and yaw rate signal of the vehicle-mounted inertial measurement unit, correct the longitudinal signal to obtain the corrected longitudinal acceleration, and obtain the longitudinal velocity error based on the corrected longitudinal acceleration. The pressure control unit is used to set the speed error dead zone threshold and control the braking pressure of the inner wheel of the front axle based on the speed error dead zone threshold and the longitudinal speed error. An adaptive learning unit is used to monitor the convergence state of the longitudinal velocity error and adjust the gain of the pressure control according to the error convergence state. The power decoupling unit is used to dynamically constrain the upper limit of the front motor torque according to the braking pressure, so as to achieve decoupling and coordination between drive and braking.

9. An electronic device, characterized in that, include: One or more processors; Memory, used to store one or more programs; When the one or more programs are executed by the one or more processors, the one or more processors implement the control method as described in any one of claims 1 to 8.

10. A computer-readable medium having a computer program stored thereon, characterized in that, When the computer program is executed by the processor, it implements the steps of the control method as described in any one of claims 1 to 8.

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