Vehicle lateral movement control method, system, product, vehicle and storage medium

Abstract

The application discloses a vehicle transverse movement control method, system, product, vehicle and storage medium, and relates to the field of vehicle control, and comprises the following steps: performing wheel driving force open-loop control based on a power output signal in a vehicle stationary state, so as to control the vehicle to be converted from the vehicle stationary state to a transverse movement state; in the case that it is detected that the vehicle enters the transverse movement state, determining a feedforward signal in the transverse movement state based on wheel driving force of each wheel at the end moment of the vehicle stationary state; performing wheel driving force closed-loop control based on at least the feedforward signal and actual wheel rotating speed at each dynamic monitoring moment; and in the case that it is monitored that the vehicle reaches a target parking position, terminating the wheel driving force closed-loop control and outputting a wheel state reset signal. According to the application, the wheel driving force open-loop control is performed based on the power output signal in the vehicle stationary state, and the wheel driving force closed-loop control is performed based on the fixed feedforward signal in the transverse movement state, so that the transverse movement efficiency and stability are improved.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, and in particular to a method, system, product, vehicle, and storage medium for controlling lateral movement of a vehicle. Background Technology

[0002] Vehicle lateral movement refers to the ability of a vehicle equipped with rear-wheel steering or four-wheel independent steering to move laterally by controlling the steering of the front and rear wheels and the output torque. Vehicle lateral movement enhances the vehicle's maneuverability in parking situations.

[0003] However, existing vehicle lateral movement functions mostly employ closed-loop control. Due to the slow response time of closed-loop control, the time required for the vehicle to move laterally from its starting position to its stopping position is prolonged. This increases the time the vehicle occupies the main road, raising the risk of traffic congestion and reducing the efficiency of vehicle lateral movement. Therefore, improving vehicle lateral movement efficiency has become an urgent problem to be solved. Summary of the Invention

[0004] In view of the above problems, this application provides a vehicle lateral movement control method, system, product, vehicle, and storage medium to improve vehicle lateral movement efficiency. The specific solution is as follows:

[0005] The first aspect of this application provides a method for controlling the lateral movement of a vehicle, comprising:

[0006] Upon receiving a wheel status confirmation signal and a lateral movement start signal, the wheel driving force value corresponding to the power output signal is determined as the input parameter for open-loop control of the wheel driving force in the vehicle stationary state, so as to control the vehicle to change from the vehicle stationary state to the lateral movement state. The wheel status confirmation signal indicates that the front wheels of the vehicle have rotated to the target angle, and the rear wheels have rotated in the opposite direction to the front wheels to the target angle. The power output signal is the accelerator pedal depth or speed input signal.

[0007] When the vehicle is detected to have entered the lateral movement state, a feedforward signal for each wheel during the lateral movement state is determined based on the wheel driving force of each wheel at the end of the vehicle's stationary state. Closed-loop control of the wheel driving force is performed based at least on the feedforward signal, the target slip ratio, the target vehicle speed, and the actual wheel rotation speed of each wheel at each dynamic monitoring moment. The system also monitors whether the vehicle has reached the target stopping position in the lateral movement start signal. If the vehicle is detected to have reached the target stopping position, the closed-loop control of the wheel driving force is terminated, and a wheel state reset signal is output. The wheel state reset signal is used to trigger the front wheels and the rear wheels to rotate to the initial angle.

[0008] In one possible implementation, determining the feedforward signal of each wheel during the lateral movement process based on the wheel driving force of each wheel at the end of the vehicle's stationary state upon detecting that the vehicle has entered the lateral movement state includes:

[0009] For each of the aforementioned wheels:

[0010] When the vehicle is detected to have entered the lateral movement state, the wheel driving force of that wheel is collected at the end of the vehicle's stationary state.

[0011] The difference between the wheel driving force at the end of the vehicle's stationary state and the preset friction force deviation value of the wheel is determined as the feedforward signal of the wheel during the lateral movement process. The preset friction force deviation value characterizes the difference in driving force of the wheel when it enters the lateral movement state from the vehicle's stationary state under the calibration state.

[0012] In one possible implementation, the closed-loop control of wheel driving force based at least on the feedforward signal, target slip ratio, target vehicle speed, and the actual wheel rotation speed at each dynamic monitoring moment includes:

[0013] For each wheel at each dynamic monitoring moment:

[0014] Calculate the target rotational speed of the wheel in the lateral movement state based on the target vehicle speed, the target angle of the wheel, the target slip ratio, and the radius of the wheel.

[0015] The target rotational speed Ω of the wheel x dssx and the actual rotational speed Ω of the wheel at the dynamic monitoring time t. t By using a preset closed-loop control formula:

[0016] ΔFxDrv t+1 =K p (Ω dssx- Ω t )+K d (Ω dssx- Ω t ) / dt+K i ∫(Ω dssx- Ω t )dt,

[0017] Calculate the wheel driving force control quantity ΔFxDrv of wheel x at control time t+1. t+1 The sum of the wheel driving force control quantity and the feedforward signal is determined as the wheel driving force of the wheel at the control moment, wherein K p K is the proportional feedback gain coefficient. d K is the differential gain coefficient. idt is the integral gain coefficient, and dt is the dynamic monitoring time interval.

[0018] In one possible implementation, calculating the target rotational speed of the wheel in the lateral movement state based on the target vehicle speed, the target angle of the wheel, the target slip ratio, and the radius of the wheel includes:

[0019] Based on the wheel radius r, the target slip ratio s, the target angle δx, and the target rotational speed VehSpdTgt of the wheel x, the formula is used:

[0020]

[0021] Calculate the target rotational speed Ω of the wheel in the lateral movement state. dssx .

[0022] In one possible implementation, monitoring whether the vehicle has reached the target stopping position in the lateral movement initiation signal includes:

[0023] For each of the aforementioned dynamic monitoring times:

[0024] The two-dimensional coordinates (a, b, c) of the vehicle's mass point in the preset plane coordinate system are obtained at this dynamic monitoring moment. x a y The system calculates the time interval t between the dynamic monitoring moment and the end moment of the vehicle's stationary state. The plane containing the preset plane coordinate system is the plane containing the contact surface of the vehicle. The origin of the preset plane coordinate system is the projection point of the vehicle's mass point on the plane containing the preset plane coordinate system when the vehicle is stationary. The horizontal axis of the preset plane coordinate system is parallel to the lateral movement direction line of the vehicle, and the vertical axis of the preset plane coordinate system is perpendicular to the horizontal axis.

[0025] According to the two-dimensional coordinates (a) x a y The time interval t is determined by the formula:

[0026]

[0027] Calculate the distance Dist of the vehicle from the starting position at the dynamic monitoring moment. If the distance is equal to the target lateral movement distance in the lateral movement start signal, then determine that the vehicle has reached the target stopping position.

[0028] In one possible implementation, determining the wheel driving force value corresponding to the power output signal as the input parameter for open-loop control of the wheel driving force in a stationary state, so as to control the vehicle to transition from a stationary state to a lateral movement state, includes:

[0029] The preset mapping table is used to find the wheel driving force value that has a mapping relationship with the value of the power output signal. The preset mapping table is used to store the mapping relationship between the value of the power output signal and the value of the wheel driving force.

[0030] The value of the base wheel driving force is set to the value of the wheel driving force, and the open-loop control of the wheel driving force is performed according to the base wheel driving force and the preset driving force change rate. During the open-loop control of the wheel driving force, the vehicle is monitored for lateral displacement. If the lateral displacement of the vehicle is detected, the vehicle is determined to change from the stationary state to the lateral displacement state.

[0031] A second aspect of this application provides a vehicle lateral movement control system, comprising:

[0032] An open-loop control module is used to determine the wheel driving force value corresponding to the power output signal as the input parameter for open-loop control of wheel driving force in the vehicle stationary state when receiving a wheel status confirmation signal and a lateral movement start signal, so as to control the vehicle to change from the vehicle stationary state to the lateral movement state. The wheel status confirmation signal indicates that the front wheels of the vehicle have rotated to the target angle and the rear wheels have rotated in the opposite direction to the target angle relative to the front wheels. The power output signal is the accelerator pedal depth or movement speed input signal.

[0033] A closed-loop control module is used to determine the feedforward signal of each wheel during the lateral movement process based on the wheel driving force of each wheel at the end of the vehicle's stationary state when the vehicle is detected to have entered the lateral movement state; to perform closed-loop control of the wheel driving force based at least on the feedforward signal, the target slip ratio, the target vehicle speed, and the actual wheel rotation speed of each wheel at each dynamic monitoring time, and to monitor whether the vehicle has reached the target stopping position in the lateral movement start signal; and to terminate the closed-loop control of the wheel driving force when the vehicle is detected to have reached the target stopping position, and to output a wheel state reset signal, which is used to trigger the front wheels and the rear wheels to rotate to the initial angle.

[0034] In one possible implementation, when the closed-loop control module detects that the vehicle has entered the lateral movement state, it determines the feedforward signal of each wheel during the lateral movement state based on the wheel driving force of each wheel at the end of the vehicle's stationary state:

[0035] For each of the aforementioned wheels:

[0036] When the vehicle is detected to have entered the lateral movement state, the wheel driving force of that wheel is collected at the end of the vehicle's stationary state.

[0037] The difference between the wheel driving force at the end of the vehicle's stationary state and the preset friction force deviation value of the wheel is determined as the feedforward signal of the wheel during the lateral movement process. The preset friction force deviation value characterizes the difference in driving force of the wheel when it enters the lateral movement state from the vehicle's stationary state under the calibration state.

[0038] In one possible implementation, the closed-loop control module is configured to perform closed-loop control of wheel driving force based at least on the feedforward signal, target slip ratio, target vehicle speed, and the actual wheel rotation speed at each dynamic monitoring moment:

[0039] For each wheel at each dynamic monitoring moment:

[0040] Calculate the target rotational speed of the wheel in the lateral movement state based on the target vehicle speed, the target angle of the wheel, the target slip ratio, and the radius of the wheel.

[0041] The target rotational speed Ω of the wheel x dssx and the actual rotational speed Ω of the wheel at the dynamic monitoring time t. t By using a preset closed-loop control formula:

[0042] ΔFxDrv t+1 =K p (Ω dssx- Ω t )+K d (Ω dssx- Ω t ) / dt+K i ∫(Ω dssx- Ω t )dt,

[0043] Calculate the wheel driving force control quantity ΔFxDrv of wheel x at control time t+1. t+1 The sum of the wheel driving force control quantity and the feedforward signal is determined as the wheel driving force of the wheel at the control moment, wherein K p K is the proportional feedback gain coefficient. d K is the differential gain coefficient. i dt is the integral gain coefficient, and dt is the dynamic monitoring time interval.

[0044] In one possible implementation, the closed-loop control module is set to calculate the target rotational speed of the wheel in the lateral movement state based on the target vehicle speed, the target angle of the wheel, the target slip ratio, and the radius of the wheel:

[0045] Based on the wheel radius r, the target slip ratio s, the target angle δx, and the target rotational speed VehSpdTgt of the wheel x, the formula is used:

[0046]

[0047] Calculate the target rotational speed Ω of the wheel in the lateral movement state. dssx .

[0048] In one possible implementation, the closed-loop control module is configured to monitor whether the vehicle has reached the target stopping position in the lateral movement start signal as follows:

[0049] For each of the aforementioned dynamic monitoring times:

[0050] The two-dimensional coordinates (a, b, c) of the vehicle's mass point in the preset plane coordinate system are obtained at this dynamic monitoring moment. x a y The system calculates the time interval t between the dynamic monitoring moment and the end moment of the vehicle's stationary state. The plane containing the preset plane coordinate system is the plane containing the contact surface of the vehicle. The origin of the preset plane coordinate system is the projection point of the vehicle's mass point on the plane containing the preset plane coordinate system when the vehicle is stationary. The horizontal axis of the preset plane coordinate system is parallel to the lateral movement direction line of the vehicle, and the vertical axis of the preset plane coordinate system is perpendicular to the horizontal axis.

[0051] According to the two-dimensional coordinates (a) x a y The time interval t is determined by the formula:

[0052]

[0053] Calculate the distance Dist of the vehicle from the starting position at the dynamic monitoring moment. If the distance is equal to the target lateral movement distance in the lateral movement start signal, then determine that the vehicle has reached the target stopping position.

[0054] In one possible implementation, the open-loop control module is configured to determine the wheel driving force value corresponding to the power output signal as the input parameter for open-loop control of the wheel driving force in a stationary state, so as to control the vehicle to transition from a stationary state to a lateral movement state:

[0055] The preset mapping table is used to find the wheel driving force value that has a mapping relationship with the value of the power output signal. The preset mapping table is used to store the mapping relationship between the value of the power output signal and the value of the wheel driving force.

[0056] The value of the base wheel driving force is set to the value of the wheel driving force, and the open-loop control of the wheel driving force is performed according to the base wheel driving force and the preset driving force change rate. During the open-loop control of the wheel driving force, the vehicle is monitored for lateral displacement. If the lateral displacement of the vehicle is detected, the vehicle is determined to change from the stationary state to the lateral displacement state.

[0057] A third aspect of this application provides a computer program product including computer-readable instructions that, when executed on an electronic device, cause the electronic device to implement the vehicle lateral movement control method described in the first aspect or any implementation thereof.

[0058] A fourth aspect of this application provides a vehicle, including a vehicle body and a lateral movement control device, the lateral movement control device including at least one processor and a memory connected to the processor, wherein:

[0059] The memory is used to store computer programs;

[0060] The processor is used to execute the computer program so that the electronic device can implement the vehicle lateral movement control method of the first aspect or any implementation thereof.

[0061] The fifth aspect of this application provides a computer storage medium carrying one or more computer programs that, when executed by an electronic device, enable the electronic device to implement the vehicle lateral movement control method described in the first aspect or any implementation thereof.

[0062] By employing the aforementioned technical solutions, the vehicle lateral movement control method, system, product, vehicle, and storage medium provided in this application, through configuration, determine the wheel driving force value corresponding to the power output signal as the input parameter for open-loop control of wheel driving force in a stationary state, thereby controlling the vehicle to transition from a stationary state to a lateral movement state. Since the power output signal is an input signal of accelerator pedal depth or speed, its corresponding wheel driving force value is not 0, thus avoiding the wheel driving force from increasing from 0 and improving the vehicle's lateral movement efficiency. Furthermore, by configuring, upon detecting that the vehicle has entered a lateral movement state, to determine the feedforward signal of each wheel during the lateral movement process based on the wheel driving force of each wheel at the end of the vehicle's stationary state, and performing closed-loop control of wheel driving force based at least on the feedforward signal, target slip ratio, target vehicle speed, and the actual wheel speed of each wheel at each dynamic monitoring moment, thereby fixing the feedforward signal for each adjustment in the closed-loop control of wheel driving force, this application, compared to the prior art, avoids the lateral movement speed fluctuation caused by the accumulation of interference due to using the current closed-loop control output as the feedforward for the next closed-loop control, thus improving lateral movement efficiency and stability. Finally, by configuring the system to terminate the closed-loop control of the wheel drive force and output a wheel state reset signal when the vehicle is detected to have reached the target parking position, the entire lateral movement control process is completed. It is evident that this application improves the efficiency and stability of vehicle lateral movement. Attached Figure Description

[0063] The above and other features, advantages, and aspects of the embodiments of this disclosure will become more apparent from the accompanying drawings and the following detailed description. Throughout the drawings, the same or similar reference numerals denote the same or similar elements. It should be understood that the drawings are schematic, and the originals and elements are not necessarily drawn to scale.

[0064] Figure 1 A flowchart of a vehicle lateral movement control method provided in this application;

[0065] Figure 2 A schematic diagram of a wheel state provided in this application;

[0066] Figure 3 A schematic diagram of force analysis during the lateral movement of a vehicle provided in this application;

[0067] Figure 4 This application provides a schematic diagram of a vehicle lateral movement process;

[0068] Figure 5 A flowchart of a vehicle lateral movement control method provided in this application;

[0069] Figure 6 A block diagram of a vehicle lateral movement control system provided in this application;

[0070] Figure 7 This is a structural schematic diagram of a transverse control device provided in this application. Detailed Implementation

[0071] The embodiments of this application are described below with reference to the accompanying drawings. The terminology used in the implementation section of this application is for explaining specific embodiments only and is not intended to limit the scope of this application.

[0072] The embodiments of this application will now be described with reference to the accompanying drawings. Those skilled in the art will recognize that, with technological advancements and the emergence of new scenarios, the technical solutions provided in the embodiments of this application are equally applicable to similar technical problems.

[0073] The terms "first," "second," etc., used in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such terms are interchangeable where appropriate; this is merely a way of distinguishing objects with the same attributes in the embodiments of this application. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion, so that a process, method, system, product, or apparatus that comprises a series of elements is not necessarily limited to those elements, but may include other elements not explicitly listed or inherent to those processes, methods, products, or apparatuses.

[0074] It should be noted that, in practical applications, the vehicle lateral movement control method provided in this application improves lateral movement efficiency compared to existing technologies. Specifically: Existing vehicles with lateral movement capabilities are limited by their vehicle structure; their front and rear wheels can only rotate a certain angle in the lateral movement direction, and cannot be fully aligned with the lateral movement direction. This results in the wheel driving force being inconsistent with the lateral movement direction when the vehicle's lateral movement function is activated, and the resulting lateral force hinders the vehicle's movement in the lateral movement direction. Therefore, lateral movement can only be achieved when the wheel driving force of each wheel overcomes the lateral force. Through extensive experiments, the researchers of this application have discovered that overcoming the lateral force is essentially the process of the wheels overcoming static friction. Since static friction is greater than sliding friction, the wheel driving force for overcoming static friction in a stationary state is greater than the wheel driving force for overcoming sliding friction in a lateral movement state. However, in existing closed-loop control methods, the wheel driving force increases slowly from 0, which leads to an excessively long duration of the static friction phase, thus reducing lateral movement efficiency. Furthermore, since existing closed-loop control uses the feedforward signal from a previous moment as its input, when the closed-loop control has poor interference suppression capabilities, the wheel drive force output by the closed-loop control can fluctuate significantly due to the accumulated interference in the feedforward signal. This leads to fluctuations in lateral movement speed, affecting lateral movement efficiency and stability. This application, however, configures the wheel drive force value corresponding to the power output signal as the input parameter for open-loop control of wheel drive force when the vehicle is stationary, upon receiving a wheel status confirmation signal and a lateral movement start signal. Utilizing the fact that the wheel drive force value corresponding to the accelerator pedal depth or speed input signal is not zero, and the fast response speed of open-loop control, this application, compared to existing technologies, eliminates the need to slowly increase the wheel drive force from zero, thereby improving lateral movement efficiency. Furthermore, by configuring the system to determine the feedforward signal of each wheel during the lateral movement process based on the wheel driving force of each wheel at the end of the vehicle's stationary state when the vehicle is detected to have entered a lateral movement state, and performing closed-loop control of the wheel driving force based at least on the feedforward signal, target slip ratio, target vehicle speed, and the actual wheel rotation speed at each dynamic monitoring moment, this application uses a fixed feedforward signal for each adjustment in the wheel driving force closed-loop control. Compared with the prior art, this application avoids the lateral movement speed fluctuation caused by the accumulation of interference due to using the current closed-loop control output as the feedforward for the next closed-loop control, thus improving lateral movement efficiency and stability. Finally, by configuring the system to terminate the wheel driving force closed-loop control and output a wheel state reset signal when the vehicle is detected to have reached the target stopping position, the entire lateral movement control process is completed. Therefore, this application improves the efficiency and stability of vehicle lateral movement.

[0075] The first aspect of this application provides a method for controlling the lateral movement of a vehicle, such as... Figure 1As shown, the vehicle lateral movement control method includes:

[0076] S101. Upon receiving the wheel status confirmation signal and the lateral movement start signal, the wheel driving force value corresponding to the power output signal is determined as the input parameter for open-loop control of the wheel driving force in the vehicle stationary state, so as to control the vehicle to change from the vehicle stationary state to the lateral movement state. The wheel status confirmation signal indicates that the front wheels of the vehicle have rotated to the target angle and the rear wheels have rotated in the opposite direction to the front wheels to the target angle. The power output signal is the accelerator pedal depth or movement speed input signal.

[0077] It should be noted that in actual application scenarios, there can be multiple ways to output the wheel status confirmation signal. Here, we provide an example, which includes the following steps A1 to A2.

[0078] Step A1: Upon detecting the activation signal of the lateral movement function, display a schematic diagram of the wheel status on the human-machine interface, and trigger step A2.

[0079] Step A2: In response to the driver's operation on the human-machine interface, the steering angles of the front and rear wheels are marked in the wheel status diagram to guide the driver to turn the steering wheel, thereby controlling the front wheels to rotate to the target angle and controlling the rear wheels to rotate in the opposite direction to the front wheels to the target angle. Step A3 is then triggered.

[0080] In one possible implementation, the above wheel state diagram is as follows: Figure 2 As shown, the lateral movement direction is the right side of the vehicle. Figure 2 The dashed box represents the wheel at the initial angle, and the solid box represents the wheel rotated to the target angle. The target angle of rotation for the left and right front wheels is δ1, and the target angle of rotation for the left and right rear wheels is δ2. The values ​​of δ1 and δ2 are equal, but their directions are opposite. Figure 2 The arrow on the middle wheel indicates the direction of rotation of the wheel during lateral movement.

[0081] It should be noted that in practical applications, for vehicles with lateral movement capabilities, the rear wheel steering angle is smaller than the front wheel steering angle due to vehicle structure limitations. Therefore, the aforementioned target angle can be the extreme steering angle of the rear wheels.

[0082] Step A3: When it is detected that all wheels have rotated to the target angle, output the above wheel status confirmation signal.

[0083] It should be noted that, in practical applications, the aforementioned lateral movement initiation signal can be generated based on the lateral movement information input by the driver through the human-machine interface after receiving the wheel status confirmation signal. This lateral movement information includes the target vehicle speed and the direction of lateral movement.

[0084] It should be noted that, in practical applications, the aforementioned accelerator pedal depth refers to the depth of the accelerator pedal when the driver depresses it after receiving the aforementioned wheel status confirmation signal. The aforementioned speed input signal is the lateral movement speed value set by the driver through the human-machine interface.

[0085] It should be noted that in practical applications, the aforementioned open-loop control of wheel drive force is a control method that uses the wheel drive force value as a base value and increases the wheel drive force value proportionally on this basis. Because the existing closed-loop control method increases the wheel drive force slowly from 0, this results in low lateral movement efficiency for the vehicle. This application, however, configures the wheel drive force value corresponding to the power output signal as the input parameter for open-loop control of wheel drive force when the vehicle is stationary. This controls the vehicle's transition from a stationary state to a lateral movement state. Since the power output signal is an input signal of accelerator pedal depth or speed, its corresponding wheel drive force value is not 0, thus avoiding the wheel drive force increasing from 0 and improving the vehicle's lateral movement efficiency.

[0086] To facilitate understanding of the principle of lateral movement of the vehicle, one possible implementation of this application is described here:

[0087] like Figure 3 The diagram illustrates the force analysis during a vehicle's lateral movement. For ease of description, the projection of the vehicle's mass onto the plane of its contact with the ground is used as the origin of the coordinate system, with the Y-axis pointing towards the front of the vehicle and the X-axis pointing towards the right side of the vehicle. Since the force analysis process is the same for all wheels, only the left front wheel is used to illustrate the forces acting on each wheel: the direction of the driving force on the left front wheel is as follows... Figure 3 As shown, its component force in the Y-axis direction is F3, and its component force in the X-axis direction is F4. Under static friction conditions, the direction of the lateral force on the left front wheel is as follows. Figure 3 As shown, the components of force F1 and F4 in the X-axis direction are opposite in direction and equal in magnitude. The sum of the components of force F2 and F3 in the Y-axis direction is equal to the sum of the component of the left rear wheel lateral force in the Y-axis direction and the component of the left rear wheel driving force in the Y-axis direction, and they are opposite in direction. Therefore, the directions of the lateral force and driving force of each wheel are as follows: Figure 3 As shown.

[0088] During lateral movement, the net force on the vehicle in the X-axis direction must be zero, and the yaw torque must be zero. The vehicle's lateral movement is then driven by the net force in the Y-axis direction. The net force in the X-axis direction, ∑Fx, is:

[0089] ∑Fx=F FLDrv *cos(δfl)+F FRDrv *cos(δfr)-F RLDrv *cos(δrl)-F RRDrv *cos(δrr)

[0090] +F FLCrnrFrc sin(δfl)+F FRCrnrFrc sin(δfr)-F RLCrnrFrc sin(δrl)-F RRCrnrFrc sin(δrr)=0.

[0091] The resultant force in the Y-axis direction is ∑F Y :

[0092] ∑FY=F FLDrv *sin(δfl)+F FRDrv *sin(δfr)+F RLDrv *sin(δrl)+F RRDrv *sin(δrr)

[0093] -F FLCrnrFrc cos(δfl)-F FRCrnrFrc cos(δfr)-F RLCrnrFrc cos(δrl)-F RRCrnrFrc cos(δrr)

[0094] =ma

[0095] Where m is the mass of the vehicle and a is the vehicle acceleration.

[0096] The yaw torque Mz is:

[0097]

[0098] F FLDrv For left front wheel drive, F FRDrv For right front wheel drive, F RLDrv For left rear wheel drive, F RRDrv For right rear wheel drive, F FLCrnrFrc For the lateral force of the left front wheel, F FRCrnrFr For the right front wheel lateral force, F RLCrnrFrc The force is the lateral force on the left rear wheel.

[0099] F RRCrnrFr δfl is the lateral force of the right rear wheel, δfr is the target angle of the left front wheel, δrl is the target angle of the left rear wheel, δrr is the target angle of the right rear wheel, a is the distance from the vehicle mass point to the front axle, and b is the distance from the vehicle mass point to the rear axle.

[0100] It should be noted that, through extensive experiments conducted by the researchers of this application, it was found that the vehicle lateral movement process includes three stages: the static friction stage, the dynamic friction stage, and the stopping stage. In the static friction stage, to overcome static friction, the wheel driving torque gradually increases. As the wheel driving torque increases, the wheel speed and slip ratio also increase, while the ground resistance torque and ground adhesion decrease as the wheel driving torque increases. Upon entering the dynamic friction stage, because the dynamic friction force is less than the static friction force, the wheel driving torque gradually decreases and becomes equal to the ground adhesion force, thus achieving stable lateral movement of the vehicle. During this stable lateral movement, the ground resistance torque, slip ratio, and wheel speed remain uniform. In the stopping stage, which represents the vehicle moving to a stopping position, the wheel driving torque disappears. Due to inertia, the wheel speed and slip ratio gradually decrease until they disappear, and the ground adhesion and ground resistance torque gradually return to the vehicle's stationary state. A schematic diagram of the above vehicle lateral movement process is shown below. Figure 4 As shown.

[0101] S102. When the vehicle is detected to have entered the lateral movement state, the feedforward signal of each wheel during the lateral movement state is determined based on the wheel driving force of each wheel at the end of the vehicle's stationary state. The wheel driving force closed-loop control is performed based at least on the feedforward signal, the target slip ratio, the target vehicle speed, and the actual wheel rotation speed of each wheel at each dynamic monitoring moment. The vehicle is monitored to see if it has reached the target stopping position in the lateral movement start signal. When the vehicle is detected to have reached the target stopping position, the wheel driving force closed-loop control is terminated, and a wheel state reset signal is output. The wheel state reset signal is used to trigger the front and rear wheels to rotate to the initial angle.

[0102] It should be noted that, in practical applications, the aforementioned target slip ratio refers to the percentage of wheel slippage during the relative motion between the tire and the ground under the influence of driving or braking forces. This target slip ratio can be obtained by calibrating the slip ratio of each wheel of the vehicle under actual testing conditions. To improve calibration accuracy, during the calibration process, the left / right lateral displacement correction coefficients for vehicle yaw rate, lateral displacement correction coefficients for vehicle lateral acceleration, and left / right lateral displacement correction coefficients for vehicle longitudinal acceleration are multiplied one by one with the slip ratio obtained during calibration, and the final product is determined as the aforementioned target slip ratio.

[0103] In one possible implementation, the target slip ratio can also be a preset slip ratio based on the frictional force between the vehicle and the ground currently in contact. The specific method for determining the target slip ratio includes the following steps B1 to B2.

[0104] Step B1: Determine the type of ground the vehicle is currently in contact with based on the vehicle-mounted image acquisition equipment. Then, trigger step B2.

[0105] It should be noted that the vehicle-mounted image acquisition device in step B1 above has a built-in image comparison algorithm. This algorithm can extract features from the acquired image of the ground currently in contact with the vehicle and compare these extracted features with feature parameters of various ground types stored locally to determine the type of ground the vehicle is currently in contact with. The image comparison algorithms mentioned above can be of various types, including but not limited to: Histogram Comparison, Structural Similarity Index (SSIM), Scale-invariant Feature Transform (SIFT), and Graph Convolutional Neural Networks. This application does not impose excessive limitations or elaborate on the types and construction processes of the aforementioned image comparison algorithms.

[0106] Step B2: Select ground friction coefficients from the vehicle storage medium that correspond to the ground type determined in step B1, and determine the preset slip ratio that corresponds to the selected ground friction coefficients as the target slip ratio.

[0107] It should be noted that due to the significant differences in the coefficient of friction between different ground types, the slip ratio of vehicles varies considerably under different ground types (for example, parking lot ground types include gravel, cement, fine sand, asphalt, and puddles). Therefore, this application determines the target slip ratio by configuring a preset slip ratio corresponding to the coefficient of friction of the ground type currently in contact with the vehicle, thereby selecting the appropriate slip ratio based on the coefficient of friction of different ground types and improving the stability and safety of the vehicle during lateral movement.

[0108] In another possible implementation, the target slip ratio can also be a preset slip ratio determined based on the vehicle's vertical load. The specific method for determining the target slip ratio includes the following steps C1 to C2.

[0109] Step C1: Collect the vehicle's current vertical load based on the vehicle load sensor. Then trigger step C2.

[0110] The aforementioned vehicle load sensor can be a sensor deployed outside the vehicle's shock absorbers, determining the vehicle's vertical load by detecting the degree of contraction or expansion of the shock absorbers. The aforementioned current vertical load is the pressure exerted by the vehicle's body on the wheels.

[0111] Step C2: From the locally stored table of vertical load and wheel friction, find the current wheel friction corresponding to the current vertical load, and determine the preset slip ratio corresponding to the current wheel friction as the target slip ratio.

[0112] It should be noted that in practical applications, the vehicle's mass differs significantly between unloaded and fully loaded conditions. This leads to substantial changes in the friction between the wheels and the ground under different vehicle mass conditions. Using a fixed slip ratio for lateral movement control can easily cause wheel slippage, resulting in vehicle loss of control and jeopardizing driving safety. Therefore, this application configures a preset slip ratio corresponding to the wheel friction force under the vehicle's current vertical load as the target slip ratio. This allows for flexible selection of the target slip ratio, preventing vehicle loss of control and improving the safety of lateral movement control.

[0113] It should be noted that, in practical application scenarios, this application, upon detecting that the vehicle has entered a lateral movement state, determines the feedforward signal of each wheel during the lateral movement process based on the wheel driving force of each wheel at the end of the vehicle's stationary state. It performs closed-loop control of the wheel driving force based at least on the feedforward signal, the target slip ratio, the target vehicle speed, and the actual wheel rotation speed at each dynamic monitoring moment. This fixes the feedforward signal for each adjustment in the wheel driving force closed-loop control, thus avoiding the lateral speed fluctuations caused by the accumulation of interference due to using the current closed-loop control output as the feedforward for the next closed-loop control, compared to existing technologies, thereby improving lateral movement efficiency and stability. Finally, by configuring the system to terminate the wheel driving force closed-loop control and output a wheel state reset signal when the vehicle reaches the target stopping position, the entire lateral movement control process is completed. Therefore, this application improves the efficiency and stability of vehicle lateral movement.

[0114] This application configures the wheel drive force value corresponding to the power output signal as the input parameter for open-loop control of wheel drive force when the vehicle is stationary, thereby controlling the vehicle to transition from a stationary state to a lateral movement state. Since the power output signal is an input signal of accelerator pedal depth or speed, its corresponding wheel drive force value is not 0, thus avoiding the wheel drive force from increasing from 0 and improving the vehicle's lateral movement efficiency. Furthermore, by configuring the system to determine the feedforward signal of each wheel during the lateral movement process based on the wheel drive force of each wheel at the end of the vehicle's stationary state when the vehicle is detected to have entered a lateral movement state, the application performs closed-loop control of wheel drive force based at least on the feedforward signal, target slip ratio, target vehicle speed, and the actual wheel speed of each wheel at each dynamic monitoring moment. This fixes the feedforward signal for each adjustment in the closed-loop control of wheel drive force, thus avoiding the lateral movement speed fluctuations caused by the accumulation of interference due to using the current closed-loop control output as the feedforward for the next closed-loop control, compared to the prior art, thereby improving lateral movement efficiency and stability. Finally, by configuring the system to terminate the closed-loop control of the wheel drive force and output a wheel state reset signal when the vehicle is detected to have reached the target parking position, the entire lateral movement control process is completed. It is evident that this application improves the efficiency and stability of vehicle lateral movement.

[0115] In one possible implementation, upon detecting that the vehicle has entered a lateral movement state, a feedforward signal for each wheel during the lateral movement process is determined based on the wheel driving force of each wheel at the end of the vehicle's stationary state, including:

[0116] For each wheel:

[0117] When the vehicle is detected to be entering a lateral movement state, the wheel driving force of that wheel is collected at the end of the vehicle's stationary state.

[0118] The difference between the wheel driving force at the end of the vehicle's stationary state and the preset friction force deviation value of the wheel is determined as the feedforward signal of the wheel during the lateral movement process. The preset friction force deviation value represents the difference in driving force of the wheel when it enters the lateral movement state from the vehicle's stationary state under the calibration state.

[0119] It should be noted that in practical applications, because dynamic friction is less than static friction, the wheel driving force required to overcome static friction is higher than the wheel driving force required to overcome dynamic friction. Therefore, this application configures the difference between the wheel driving force at the end of the vehicle's stationary state and the preset friction deviation value of that wheel as the feedforward signal for that wheel during the lateral movement process. This avoids introducing excessively high wheel driving force during the lateral movement process, which could lead to significant fluctuations in the output wheel driving force during the subsequent closed-loop control of wheel driving force, thereby reducing the risk of decreased vehicle lateral movement efficiency and stability.

[0120] It should be noted that in practical applications, since the control signal of the drive motor is mostly achieved by adjusting the torque of the wheel drive motor, the wheel driving force at the end of the vehicle's stationary state can be an estimated value calculated by the drive motor controller based on the motor torque fed back by the drive motor at the end of the vehicle's stationary state.

[0121] In one possible implementation, the formula for calculating the feedforward signal FxDrvFF of the aforementioned wheel X can be: FxDrvFF = FxDrStatic - ΔFxDrStatic, where FxDrStatic is the wheel driving force at the end of the vehicle's stationary state, and ΔFxDrStatic is a preset friction deviation value.

[0122] In one possible implementation, closed-loop control of wheel driving force is performed based at least on feedforward signals, target slip ratio, target vehicle speed, and the actual wheel rotation speed at each dynamic monitoring moment, including:

[0123] For each wheel at each dynamic monitoring moment:

[0124] Calculate the target rotational speed of the wheel in the lateral movement state based on the target vehicle speed, the target angle of the wheel, the target slip ratio, and the radius of the wheel.

[0125] The target rotational speed Ω of the wheel x dssx and the actual wheel speed Ω at the dynamic monitoring time t. t By using a preset closed-loop control formula:

[0126] ΔFxDrv t+1 =K p (Ω dssx- Ω t )+K d (Ω dssx- Ω t ) / dt+K i ∫(Ω dssx- Ω t )dt,

[0127] Calculate the wheel driving force control quantity ΔFxDrv of wheel x at control time t+1. t+1 The sum of the wheel driving force control quantity and the feedforward signal is determined as the wheel driving force of that wheel at the control moment, where K p K is the proportional feedback gain coefficient. d K is the differential gain coefficient. i dt is the integral gain coefficient, and dt is the dynamic monitoring time interval.

[0128] In one possible implementation, the target rotational speed of the wheel in the lateral movement state is calculated based on the target vehicle speed, the target angle of the wheel, the target slip ratio, and the radius of the wheel, including:

[0129] Based on the wheel radius r, target slip ratio s, target angle δx, and target rotational speed VehSpdTgt of wheel x, the formula is used:

[0130]

[0131] Calculate the target rotational speed Ω of the wheel in the lateral movement state. dssx .

[0132] In one possible implementation, monitoring whether the vehicle has reached the target stopping position in the lateral movement start signal includes:

[0133] For each dynamic monitoring moment:

[0134] The two-dimensional coordinates (a, b, c) of the vehicle's mass point in the preset plane coordinate system are obtained at this dynamic monitoring moment. x a y), and calculate the time interval t between the dynamic monitoring moment and the end moment of the vehicle's stationary state, where the plane of the preset plane coordinate system is the plane of the contact surface of the vehicle, the origin of the preset plane coordinate system is the projection point of the mass point of the vehicle on the plane of the preset plane coordinate system when the vehicle is stationary, the horizontal axis of the preset plane coordinate system is parallel to the lateral direction line of the vehicle, and the vertical axis of the preset plane coordinate system is perpendicular to the horizontal axis.

[0135] Based on two-dimensional coordinates (a x a y ) and time interval t, through the formula:

[0136]

[0137] Calculate the distance Dist of the vehicle from the starting position at the dynamic monitoring moment. If the distance is equal to the target lateral movement distance in the lateral movement start signal, then it is determined that the vehicle has reached the target stopping position.

[0138] In one possible implementation, the wheel driving force value corresponding to the power output signal is determined as the input parameter for open-loop control of the wheel driving force in a stationary state, in order to control the vehicle to transition from a stationary state to a lateral movement state, including:

[0139] The preset mapping table is used to find the wheel driving force value that has a mapping relationship with the power output signal value. The preset mapping table is used to store the mapping relationship between the power output signal value and the wheel driving force value.

[0140] The value of the base wheel driving force is set as the wheel driving force value, and the open-loop control of the wheel driving force is performed based on the base wheel driving force and the preset driving force change rate. During the open-loop control of the wheel driving force, the vehicle is monitored for lateral displacement. If lateral displacement is detected, the vehicle is determined to change from a stationary state to a lateral movement state.

[0141] It should be noted that in practical applications, there are multiple ways to implement open-loop control of wheel driving force based on the basic wheel driving force and the preset rate of change of driving force. Here, one example is provided:

[0142] The initial control moment (first control moment) when the base wheel driving force is stationary is used as the output of the open-loop control of the driving force, and the system monitors whether the vehicle exhibits lateral movement. If no lateral movement is detected, the product of the preset driving force change rate and the first time interval is determined as the driving force control quantity. The sum of the driving force control quantity and the base wheel driving force is used as the output of the open-loop control of the driving force at the second control moment, and the system monitors whether the vehicle exhibits lateral movement. Here, the first time interval is the interval between the second and first control moments. If no lateral movement is detected, the product of the preset driving force change rate and the second time interval is determined as the driving force control quantity. The sum of the driving force control quantity and the base wheel driving force is used as the output of the open-loop control of the driving force at the third control moment, and the system monitors whether the vehicle exhibits lateral movement. Here, the second time interval is the interval between the third and first control moments. If lateral movement is detected, the open-loop control of the wheel driving force is terminated.

[0143] To facilitate the discussion of the above... Figure 1 The understanding of the vehicle lateral movement control method shown is explained here in conjunction with one possible implementation of this application:

[0144] like Figure 5 The diagram shows a flowchart of a vehicle lateral movement control method. The specific operation steps are as follows:

[0145] Step S501: Upon receiving the wheel status confirmation signal and the lateral movement start signal, obtain the wheel driving force values ​​of each wheel corresponding to the power output signal, and trigger step S502.

[0146] Step S502: Determine the starting time of the vehicle's stationary state as the first control time of the open-loop control of the wheel driving force, and determine the wheel driving force value of each wheel as the base wheel driving force of each wheel. Then trigger step S503.

[0147] Step S503: Obtain the time interval between the current control time and the first control time. For each wheel: determine the driving force control amount of the wheel by multiplying the time interval by the preset driving force change rate of the wheel, and determine the wheel driving force of the wheel at the current time by summing the driving force control amount of the wheel with the basic wheel driving force of the wheel. Then trigger step S504.

[0148] Step S504: Determine whether the vehicle has moved laterally. If yes, then trigger step S505; otherwise, trigger step S506.

[0149] Step S505: Collect the wheel driving force of each wheel at the moment the vehicle stops at a stationary state. For each wheel: determine the difference between the wheel driving force of the wheel and the preset friction force of the wheel as the feedforward signal of the wheel during the lateral movement process. Then trigger step S507.

[0150] Step S506: Update the current control time to the next adjacent control time after the current control time has not been updated. And trigger step S503.

[0151] Step S507: For each wheel in the lateral movement state at the current dynamic monitoring moment: calculate the target rotational speed of the wheel in the lateral movement state based on the target vehicle speed, the target angle of the wheel, the target slip ratio, and the radius of the wheel; and perform closed-loop control of the wheel driving force based on the target rotational speed of the wheel and the actual rotational speed of the wheel at the current dynamic monitoring moment. Then trigger step S508.

[0152] Step S508: Determine whether the vehicle has reached the target stopping position indicated by the lateral movement start signal. If yes, trigger step S509. If no, trigger step S510.

[0153] In one possible implementation, the above is as follows: Figure 5 The judgment content of step S508 shown can also be: judging whether the brake pedal is detected.

[0154] Step S509: Terminate the closed-loop control of wheel driving force and output a wheel state reset signal.

[0155] Step S510: Update the current dynamic monitoring time to the next adjacent dynamic monitoring time after the current dynamic monitoring time has not been updated. And trigger step S507.

[0156] The second aspect of this application provides a vehicle lateral movement control system, such as... Figure 6 As shown, the vehicle lateral movement control system includes:

[0157] The open-loop control module 601 is used to determine the wheel driving force value corresponding to the power output signal as the input parameter for open-loop control of wheel driving force in the vehicle stationary state when receiving the wheel status confirmation signal and the lateral movement start signal, so as to control the vehicle to change from the vehicle stationary state to the lateral movement state. The wheel status confirmation signal indicates that the front wheels of the vehicle have rotated to the target angle and the rear wheels have rotated in the opposite direction to the front wheels to the target angle. The power output signal is the accelerator pedal depth or the movement speed input signal.

[0158] The closed-loop control module 602 is used to determine the feedforward signal of each wheel during the lateral movement process based on the wheel driving force of each wheel at the end of the vehicle's stationary state when the vehicle is detected to have entered the lateral movement state; to perform closed-loop control of wheel driving force based at least on the feedforward signal, target slip ratio, target vehicle speed and the actual wheel speed of each wheel at each dynamic monitoring time, and to monitor whether the vehicle has reached the target stopping position in the lateral movement start signal; and to terminate the closed-loop control of wheel driving force when the vehicle has reached the target stopping position, and to output a wheel state reset signal, which is used to trigger the front and rear wheels to rotate to the initial angle.

[0159] In one possible implementation, when the closed-loop control module 602 detects that the vehicle has entered a lateral movement state, it determines the feedforward signal of each wheel during the lateral movement process based on the wheel driving force of each wheel at the end of the vehicle's stationary state:

[0160] For each wheel:

[0161] When the vehicle is detected to be entering a lateral movement state, the wheel driving force of that wheel is collected at the end of the vehicle's stationary state.

[0162] The difference between the wheel driving force at the end of the vehicle's stationary state and the preset friction force deviation value of the wheel is determined as the feedforward signal of the wheel during the lateral movement process. The preset friction force deviation value represents the difference in driving force of the wheel when it enters the lateral movement state from the vehicle's stationary state under the calibration state.

[0163] In one possible implementation, the closed-loop control module 602 is configured to perform closed-loop control of wheel driving force based at least on the feedforward signal, target slip ratio, target vehicle speed, and the actual wheel rotation speed at each dynamic monitoring moment:

[0164] For each wheel at each dynamic monitoring moment:

[0165] Calculate the target rotational speed of the wheel in the lateral movement state based on the target vehicle speed, the target angle of the wheel, the target slip ratio, and the radius of the wheel.

[0166] The target rotational speed Ω of the wheel x dssx and the actual wheel speed Ω at the dynamic monitoring time t. t By using a preset closed-loop control formula:

[0167] ΔFxDrv t+1 =K p (Ω dssx- Ω t )+K d (Ω dssx- Ω t ) / dt+K i∫(Ω dssx- Ω t )dt,

[0168] Calculate the wheel driving force control quantity ΔFxDrv of wheel x at control time t+1. t+1 The sum of the wheel driving force control quantity and the feedforward signal is determined as the wheel driving force of that wheel at the control moment, where K p K is the proportional feedback gain coefficient. d K is the differential gain coefficient. i dt is the integral gain coefficient, and dt is the dynamic monitoring time interval.

[0169] In one possible implementation, the closed-loop control module 602 is set to calculate the target rotational speed of the wheel in the lateral movement state based on the target vehicle speed, the target angle of the wheel, the target slip ratio, and the radius of the wheel:

[0170] Based on the wheel radius r, target slip ratio s, target angle δx, and target rotational speed VehSpdTgt of wheel x, the formula is used:

[0171]

[0172] Calculate the target rotational speed Ω of the wheel in the lateral movement state. dssx .

[0173] In one possible implementation, the closed-loop control module 602 is configured to monitor whether the vehicle has reached the target stopping position in the lateral movement start signal as follows:

[0174] For each dynamic monitoring moment:

[0175] The two-dimensional coordinates (a, b, c) of the vehicle's mass point in the preset plane coordinate system are obtained at this dynamic monitoring moment. x a y ), and calculate the time interval t between the dynamic monitoring moment and the end moment of the vehicle's stationary state, where the plane of the preset plane coordinate system is the plane of the contact surface of the vehicle, the origin of the preset plane coordinate system is the projection point of the mass point of the vehicle on the plane of the preset plane coordinate system when the vehicle is stationary, the horizontal axis of the preset plane coordinate system is parallel to the lateral direction line of the vehicle, and the vertical axis of the preset plane coordinate system is perpendicular to the horizontal axis.

[0176] Based on two-dimensional coordinates (a x a y ) and time interval t, through the formula:

[0177]

[0178] Calculate the distance Dist of the vehicle from the starting position at the dynamic monitoring moment. If the distance is equal to the target lateral movement distance in the lateral movement start signal, then it is determined that the vehicle has reached the target stopping position.

[0179] In one possible implementation, the open-loop control module 601 is configured to determine the wheel driving force value corresponding to the power output signal as the input parameter for open-loop control of the wheel driving force in a stationary state, so as to control the vehicle to transition from a stationary state to a lateral movement state:

[0180] The preset mapping table is used to find the wheel driving force value that has a mapping relationship with the power output signal value. The preset mapping table is used to store the mapping relationship between the power output signal value and the wheel driving force value.

[0181] The value of the base wheel driving force is set as the wheel driving force value, and the open-loop control of the wheel driving force is performed based on the base wheel driving force and the preset driving force change rate. During the open-loop control of the wheel driving force, the vehicle is monitored for lateral displacement. If lateral displacement is detected, the vehicle is determined to change from a stationary state to a lateral movement state.

[0182] A third aspect of this application provides a computer program product including computer-readable instructions that, when executed on an electronic device, cause the electronic device to implement the vehicle lateral movement control method described in the first aspect or any implementation thereof.

[0183] A fourth aspect of this application provides a vehicle, including a vehicle body and a lateral movement control device, the lateral movement control device including at least one processor and a memory connected to the processor, wherein:

[0184] Memory is used to store computer programs;

[0185] The processor is used to execute computer programs to enable electronic devices to implement the vehicle lateral movement control method described in the first aspect or any implementation thereof.

[0186] The fifth aspect of this application provides a computer storage medium carrying one or more computer programs, which, when executed by an electronic device, enable the electronic device to implement the vehicle lateral movement control method described in the first aspect or any implementation thereof.

[0187] This application also provides a lateral movement control device in its embodiments. (See reference...) Figure 7The diagram illustrates a suitable structural schematic for implementing the lateral movement control device in the embodiments of this application. The lateral movement control device in the embodiments of this application may include, but is not limited to, devices such as servers, PCs, PADs, mobile phones, ECUs (Electronic Control Units), VCUs (Vehicle Control Units), MCUs (Micro Controller Units), and HCUs (Hybrid Control Units). Figure 7 The illustrated traverse control device is merely an example and should not impose any limitation on the functionality and scope of use of the embodiments of this application.

[0188] like Figure 7 As shown, the traverse control device may include a processing unit (e.g., a central processing unit, a graphics processing unit, etc.) 701, which can perform various appropriate actions and processes according to a program stored in a read-only memory (ROM) 702 or a program loaded from a storage device 708 into a random access memory (RAM) 703. When the traverse control device is powered on, the RAM 703 also stores various programs and data required for the operation of the traverse control device. The processing unit 701, ROM 702, and RAM 703 are interconnected via a bus 704. An input / output (I / O) interface 705 is also connected to the bus 704.

[0189] Typically, the following devices can be connected to I / O interface 705: input devices 706 including, for example, touchscreens, touchpads, keyboards, mice, cameras, microphones, accelerometers, gyroscopes, etc.; output devices 707 including, for example, liquid crystal displays (LCDs), speakers, vibrators, etc.; storage devices 708 including, for example, memory cards, hard drives, etc.; and communication devices 709. Communication device 709 allows the panning control device to communicate wirelessly or wiredly with other devices to exchange data. Although Figure 7 A traverse control device with various means is shown; however, it should be understood that implementation or possession of all the means shown is not required. More or fewer means may be implemented alternatively.

[0190] It should also be noted that the device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate, and the components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs. In addition, in the device embodiment drawings provided in this application, the connection relationship between modules indicates that they have a communication connection, which can be implemented as one or more communication buses or signal lines.

[0191] Through the above description of the embodiments, those skilled in the art can clearly understand that this application can be implemented by means of software plus necessary general-purpose hardware, or it can be implemented by special-purpose hardware including application-specific integrated circuits, special-purpose CPUs, special-purpose memory, special-purpose components, etc. Generally, any function performed by a computer program can be easily implemented by corresponding hardware, and the specific hardware structure used to implement the same function can also be diverse, such as analog circuits, digital circuits, or special-purpose circuits. However, for this application, software program implementation is more often the preferred implementation method. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a readable storage medium, such as a computer floppy disk, USB flash drive, mobile hard disk, ROM, RAM, magnetic disk, or optical disk, etc., and includes several instructions to cause a computer device (which may be a personal computer, training equipment, or network device, etc.) to execute the methods described in the various embodiments of this application.

[0192] In the above embodiments, the implementation can be achieved, in whole or in part, through software, hardware, firmware, or any combination thereof. When implemented in software, it can be implemented, in whole or in part, in the form of a computer program product.

[0193] The computer program product includes one or more computer instructions. When the computer program instructions are loaded and executed on a computer, all or part of the processes or functions described in the embodiments of this application are generated. The computer may be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. The computer instructions may be stored in a computer-readable storage medium or transmitted from one computer-readable storage medium to another. For example, the computer instructions may be transmitted from one website, computer, training device, or data center to another website, computer, training device, or data center via wired (e.g., coaxial cable, fiber optic, digital subscriber line (DSL)) or wireless (e.g., infrared, wireless, microwave, etc.) means. The computer-readable storage medium may be any available medium that a computer can store or a data storage device such as a training device or data center that integrates one or more available media. The available media may be magnetic media (e.g., floppy disks, hard disks, magnetic tapes), optical media (e.g., DVDs), or semiconductor media (e.g., solid-state drives (SSDs)).

Claims

1. A vehicle lateral movement control method characterized by, include: Upon receiving a wheel status confirmation signal and a lateral movement start signal, the wheel driving force value corresponding to the power output signal is determined as the input parameter for open-loop control of the wheel driving force in the vehicle stationary state, so as to control the vehicle to change from the vehicle stationary state to the lateral movement state. The wheel status confirmation signal indicates that the front wheels of the vehicle have rotated to the target angle, and the rear wheels have rotated in the opposite direction to the front wheels to the target angle. The power output signal is the accelerator pedal depth or speed input signal. When the vehicle is detected to have entered the lateral movement state, a feedforward signal for each wheel during the lateral movement state is determined based on the wheel driving force of each wheel at the end of the vehicle's stationary state. Closed-loop control of the wheel driving force is performed based at least on the feedforward signal, the target slip ratio, the target vehicle speed, and the actual wheel rotation speed of each wheel at each dynamic monitoring moment. The system also monitors whether the vehicle has reached the target stopping position in the lateral movement start signal. If the vehicle is detected to have reached the target stopping position, the closed-loop control of the wheel driving force is terminated, and a wheel state reset signal is output. The wheel state reset signal is used to trigger the front wheels and the rear wheels to rotate to the initial angle.

2. The vehicle lateral movement control method according to claim 1, characterized by, The step of determining the feedforward signal of each wheel during the lateral movement process based on the wheel driving force of each wheel at the end of the vehicle's stationary state when the vehicle is detected to have entered the lateral movement state includes: For each of the aforementioned wheels: When the vehicle is detected to have entered the lateral movement state, the wheel driving force of that wheel is collected at the end of the vehicle's stationary state. The difference between the wheel driving force at the end of the vehicle's stationary state and the preset friction force deviation value of the wheel is determined as the feedforward signal of the wheel during the lateral movement process. The preset friction force deviation value characterizes the difference in driving force of the wheel when it enters the lateral movement state from the vehicle's stationary state under the calibration state.

3. The vehicle lateral movement control method according to claim 1, characterized by, The closed-loop control of wheel driving force, based at least on the feedforward signal, target slip ratio, target vehicle speed, and the actual wheel rotation speed at each dynamic monitoring moment, includes: For each wheel at each dynamic monitoring moment: Calculate the target rotational speed of the wheel in the lateral movement state based on the target vehicle speed, the target angle of the wheel, the target slip ratio, and the radius of the wheel. The target rotational speed Ω of the wheel x dssx and the actual rotational speed Ω of the wheel at the dynamic monitoring time t. t By using a preset closed-loop control formula: ΔFxDrv t+1 =K p (Oh dssx- Oh t )+K d (Oh dssx- Oh t ) / dt+K i ∫(Ω dssx- Oh t )dt, Calculate the wheel driving force control quantity ΔFxDrv of wheel x at control time t+1. t+1 The sum of the wheel driving force control quantity and the feedforward signal is determined as the wheel driving force of the wheel at the control moment, wherein K p K is the proportional feedback gain coefficient. d K is the differential gain coefficient. i dt is the integral gain coefficient, and dt is the dynamic monitoring time interval.

4. The vehicle lateral movement control method according to claim 3, characterized by, The step of calculating the target rotational speed of the wheel in the lateral movement state based on the target vehicle speed, the target angle of the wheel, the target slip ratio, and the radius of the wheel includes: Based on the wheel radius r, the target slip ratio s, the target angle δx, and the target rotational speed VehSpdTgt of the wheel x, the formula is used: the target rotational speed Ω of the wheel in the displaced state is determined dssx .

5. The vehicle lateral movement control method according to claim 1, characterized by, Whether the vehicle has reached the target stopping position in the lateral movement start signal includes: For each of the aforementioned dynamic monitoring times: The two-dimensional coordinates (a, b, c) of the vehicle's mass point in the preset plane coordinate system are obtained at this dynamic monitoring moment. x a y The system calculates the time interval t between the dynamic monitoring moment and the end moment of the vehicle's stationary state. The plane containing the preset plane coordinate system is the plane containing the contact surface of the vehicle. The origin of the preset plane coordinate system is the projection point of the vehicle's mass point on the plane containing the preset plane coordinate system when the vehicle is stationary. The horizontal axis of the preset plane coordinate system is parallel to the lateral movement direction line of the vehicle, and the vertical axis of the preset plane coordinate system is perpendicular to the horizontal axis. According to the two-dimensional coordinates (a x , a y ) and the time interval t, by the formula: Calculate the distance Dist of the vehicle from the starting position at the dynamic monitoring moment. If the distance is equal to the target lateral movement distance in the lateral movement start signal, then determine that the vehicle has reached the target stopping position.

6. The vehicle lateral movement control method according to claim 1, characterized by, Determining the wheel driving force value corresponding to the power output signal as the input parameter for open-loop control of the wheel driving force in a stationary state, so as to control the vehicle to transition from a stationary state to a lateral movement state, includes: The preset mapping table is used to find the wheel driving force value that has a mapping relationship with the value of the power output signal. The preset mapping table is used to store the mapping relationship between the value of the power output signal and the value of the wheel driving force. The value of the base wheel driving force is set to the value of the wheel driving force, and the open-loop control of the wheel driving force is performed according to the base wheel driving force and the preset driving force change rate. During the open-loop control of the wheel driving force, the vehicle is monitored for lateral displacement. If the lateral displacement of the vehicle is detected, the vehicle is determined to change from the stationary state to the lateral displacement state.

7. A vehicle lateral movement control system, characterized in that, include: An open-loop control module is used to determine the wheel driving force value corresponding to the power output signal as the input parameter for open-loop control of wheel driving force in the vehicle stationary state when receiving a wheel status confirmation signal and a lateral movement start signal, so as to control the vehicle to change from the vehicle stationary state to the lateral movement state. The wheel status confirmation signal indicates that the front wheels of the vehicle have rotated to the target angle and the rear wheels have rotated in the opposite direction to the target angle relative to the front wheels. The power output signal is the accelerator pedal depth or movement speed input signal. A closed-loop control module is used to determine the feedforward signal of each wheel during the lateral movement process based on the wheel driving force of each wheel at the end of the vehicle's stationary state when the vehicle is detected to have entered the lateral movement state; to perform closed-loop control of the wheel driving force based at least on the feedforward signal, the target slip ratio, the target vehicle speed, and the actual wheel rotation speed of each wheel at each dynamic monitoring time, and to monitor whether the vehicle has reached the target stopping position in the lateral movement start signal; and to terminate the closed-loop control of the wheel driving force when the vehicle is detected to have reached the target stopping position, and to output a wheel state reset signal, which is used to trigger the front wheels and the rear wheels to rotate to the initial angle.

8. A computer program product, characterised in that, Includes computer-readable instructions that, when executed on a lateral movement control device, cause the electronic device to implement the vehicle lateral movement control method as described in any one of claims 1 to 6.

9. A vehicle characterized by comprising: The vehicle includes a vehicle body and a lateral movement control device, the lateral movement control device including at least one processor and a memory connected to the processor, wherein: The memory is used to store computer programs; The processor is used to execute the computer program to enable the lateral movement control device to implement the vehicle lateral movement control method as described in any one of claims 1 to 6.

10. A computer storage medium, characterized in that, The storage medium carries one or more computer programs that, when executed by the lateral movement control device, enable the lateral movement control device to implement the vehicle lateral movement control method as described in any one of claims 1 to 6.

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