Vehicle trajectory correction method and device, electronic equipment and vehicle

Abstract

Embodiments of the present application provide a vehicle trajectory correction method and device, electronic equipment and vehicle. The method comprises: when the driver releases the accelerator pedal, applying a negative kinetic energy recovery torque to each wheel; determining whether the vehicle is running on a non-uniform road surface according to the kinetic energy recovery torque applied to each wheel and the slip rate of each wheel; if the vehicle is running on a non-uniform road surface, determining the yaw moment when the vehicle trajectory deviates on the non-uniform road surface based on the kinetic energy recovery torque applied to each wheel and the front wheel track and rear wheel track of the vehicle; based on the yaw moment, controlling each wheel to rotate a corresponding target angle to generate a reverse yaw moment opposite to the direction of the yaw moment to eliminate the trajectory deviation of the vehicle. The method controls each wheel to rotate a corresponding target angle to generate a reverse yaw moment opposite to the direction of the yaw moment to correct the trajectory of the vehicle and improve the driving safety of the vehicle.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to a vehicle trajectory correction method, device, electronic equipment, and vehicle. Background Technology

[0002] During the vehicle's motor energy recovery process, factors such as uneven distribution of road surface adhesion coefficient, wheel lock-up, understeer or oversteer may cause the vehicle to deviate from the intended driving trajectory, resulting in a deviation.

[0003] Currently, if a vehicle deviates from its trajectory, the driver needs to correct the steering wheel to maintain straight-line driving.

[0004] However, this approach using existing technology may increase the driver's workload and reduce vehicle safety during operation. Summary of the Invention

[0005] This application provides a vehicle trajectory correction method, device, electronic device, and vehicle for automatically correcting vehicle trajectory and improving vehicle safety.

[0006] In a first aspect, embodiments of this application provide a vehicle trajectory correction method, including:

[0007] When the driver releases the accelerator pedal, a negative kinetic energy recovery torque is applied to each wheel.

[0008] Based on the kinetic energy recovery torque applied to each wheel and the slip ratio of each wheel, it is determined whether the vehicle is traveling on a non-uniform road surface.

[0009] If the vehicle is traveling on the non-uniform road surface, the yaw moment when the vehicle deviates from its trajectory on the non-uniform road surface is determined based on the kinetic energy recovery torque applied to each wheel, as well as the front wheel track and rear wheel track of the vehicle.

[0010] Based on the yaw moment, each wheel is controlled to rotate at a corresponding target angle to generate a reverse yaw moment that is opposite to the direction of the yaw moment, thereby eliminating the vehicle's trajectory deviation.

[0011] In one possible implementation, after applying negative kinetic energy recovery torque to each wheel, the method further includes: determining whether there is a target wheel that has locked up based on the wheel speed of each wheel and a reference vehicle speed; if the target wheel exists, reducing the kinetic energy recovery torque applied to the target wheel.

[0012] In one possible implementation, determining whether the vehicle is traveling on a non-uniform road surface based on the kinetic energy recovery torque applied to each wheel and the slip ratio of each wheel includes:

[0013] The deviation between the kinetic energy recovery torque applied to the first wheel and the kinetic energy recovery torque applied to the second wheel is obtained, as well as the slip ratio of the first wheel and the slip ratio of the second wheel; wherein the first wheel and the second wheel are laterally opposed wheels;

[0014] If the deviation value is greater than the first threshold, and the slip ratio of the first wheel and the slip ratio of the second wheel are both greater than the second threshold, then it is determined that the vehicle is traveling on a non-uniform road surface.

[0015] In one possible implementation, controlling each wheel to rotate by a corresponding target angle based on the yaw moment includes:

[0016] The vehicle's front wheel angle, the first distance from the front wheel to the vehicle's center of gravity, the vehicle's rear wheel angle, and the second distance from the rear wheel to the vehicle's center of gravity are obtained.

[0017] If the front wheel turning angle of the vehicle is less than the maximum front wheel turning angle limit and the rear wheel turning angle of the vehicle is less than the maximum rear wheel turning angle limit, then the first angle is determined based on the yaw moment, the first distance, and the second distance;

[0018] Control the front wheels of the vehicle to rotate in a first direction to the first angle, and control the rear wheels of the vehicle to rotate in a second direction opposite to the first direction to the first angle.

[0019] In one possible implementation, controlling each wheel to rotate by a corresponding target angle based on the yaw moment includes:

[0020] If the front wheel steering angle is greater than or equal to the maximum front wheel steering angle limit and the rear wheel steering angle is less than the maximum rear wheel steering angle limit, then the second angle is determined based on the yaw moment, the front wheel steering angle, the first distance, and the second distance.

[0021] Control the front wheels of the vehicle to rotate to the maximum steering angle limit value of the front wheels;

[0022] The rear wheels of the vehicle are controlled to rotate to the second angle; wherein, after the front wheels of the vehicle rotate to the maximum turning angle limit value of the front wheels and the rear wheels of the vehicle rotate to the second angle, the front wheels and the rear wheels of the vehicle face opposite directions.

[0023] In one possible implementation, controlling each wheel to rotate by a corresponding target angle based on the yaw moment includes:

[0024] If the rear wheel steering angle is greater than or equal to the maximum rear wheel steering angle limit, and the front wheel steering angle is less than the maximum front wheel steering angle limit, then the third angle is determined based on the yaw moment, the rear wheel steering angle, the first distance, and the second distance.

[0025] Control the rear wheels of the vehicle to rotate to the maximum steering angle limit value of the rear wheels;

[0026] The vehicle's front wheels are controlled to rotate to the third angle; wherein the vehicle's rear wheels rotate to the maximum rear wheel turning angle limit value, and after the vehicle's front wheels rotate to the third angle, the vehicle's front wheels and the vehicle's rear wheels face opposite directions.

[0027] Secondly, embodiments of this application provide a vehicle trajectory correction device, comprising:

[0028] The kinetic energy recovery control module is used to apply negative kinetic energy recovery torque to each wheel when it detects that the driver has released the accelerator pedal of the vehicle.

[0029] The determination module is used to determine whether the vehicle is traveling on a non-uniform road surface based on the kinetic energy recovery torque applied to each wheel and the slip ratio of each wheel.

[0030] The torque acquisition module is used to determine the yaw moment of the vehicle when it deviates from its trajectory on the non-uniform road surface, based on the kinetic energy recovery torque applied to each wheel and the front and rear wheel tracks of the vehicle.

[0031] The offset control module is used to control each wheel to rotate at a corresponding target angle based on the yaw moment, so as to generate a reverse yaw moment opposite to the direction of the yaw moment and eliminate the trajectory deviation of the vehicle.

[0032] Thirdly, embodiments of this application provide an electronic device, including: a memory and a processor; the memory stores computer execution instructions; the processor executes the computer execution instructions stored in the memory, causing the processor to perform the method described above.

[0033] Fourthly, embodiments of this application provide a vehicle, including a vehicle body and the aforementioned electronic equipment disposed in the vehicle body.

[0034] Fifthly, embodiments of this application provide a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, are used to implement the method described above.

[0035] The vehicle trajectory correction method, device, electronic equipment, and vehicle provided in this application embodiment control each wheel to rotate at a corresponding target angle to generate a reverse yaw moment to counteract the yaw moment when the vehicle deviates from its trajectory, thereby achieving vehicle trajectory correction and improving the lateral stability of the vehicle during driving. Attached Figure Description

[0036] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0037] Figure 1 A flowchart illustrating the vehicle trajectory correction method provided in this application;

[0038] Figure 2 A flowchart of the target vehicle determination method provided in this application embodiment;

[0039] Figure 3 This is a schematic diagram of the wheel angle adjustment process provided in an embodiment of this application;

[0040] Figure 4 This is a schematic diagram of automatic correction provided for an embodiment of this application;

[0041] Figure 5 This is a schematic diagram of a wheel angle adjustment process provided in another embodiment of this application;

[0042] Figure 6 This is a schematic diagram of a wheel angle adjustment process provided in another embodiment of this application;

[0043] Figure 7 This is a schematic flowchart of a vehicle trajectory correction method provided in another embodiment of this application;

[0044] Figure 8 A schematic diagram of the input and output signals for the automatic corner correction module provided in this application;

[0045] Figure 9 A schematic diagram of the vehicle trajectory correction device provided in this application;

[0046] Figure 10 A schematic diagram of the structure of the electronic device provided in this application.

[0047] The accompanying drawings illustrate specific embodiments of this application, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concept of this application to those skilled in the art through reference to particular embodiments. Detailed Implementation

[0048] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0049] In new energy vehicles, when the driver releases the accelerator pedal, the vehicle's regenerative braking system is triggered. At this time, each wheel generates a negative regenerative torque, driving the motor to reverse and converting kinetic energy into electrical energy. In real-world driving scenarios, various complex factors, such as driving on uneven road surfaces, wheel lock-up, understeer, or oversteer, can cause the vehicle to veer off course (deviate from its original trajectory) during regenerative braking. Uneven road surfaces specifically refer to situations where the friction coefficients of the road surfaces contacted by the left and right tires differ significantly (e.g., icy or snowy roads, wet or slippery roads, or tires contacting surfaces with different friction coefficients).

[0050] To prevent the above factors from causing the vehicle to veer off course, traditional trajectory correction methods use energy recovery systems to limit the rear wheel deflection torque or require the driver to actively correct the steering wheel to maintain straight-line driving. However, these methods suffer from problems such as reduced energy recovery efficiency, increased braking distance, and increased driver workload.

[0051] To address the shortcomings of traditional trajectory correction methods, this application provides a vehicle trajectory correction method, device, electronic device, and vehicle. By collecting the vehicle's driving state parameters in real time, it can quickly identify deviation trends. When it detects that the vehicle is deviating on a non-uniform road surface and generating a yaw moment, it can control each wheel to rotate at a corresponding target angle to generate a reverse yaw moment opposite to the direction of the yaw moment, thereby eliminating the vehicle's trajectory deviation.

[0052] The technical solution of this application and how the technical solution of this application solves the above-mentioned technical problems are described in detail below with specific embodiments. These specific embodiments can be combined with each other, and the same or similar concepts or processes may not be described again in some embodiments. The embodiments of this application will now be described with reference to the accompanying drawings.

[0053] Figure 1 This is a flowchart illustrating the vehicle trajectory correction method provided in this application. The subject executing this method can be a vehicle. Figure 1 As shown, the method includes:

[0054] Step 110: When the driver releases the accelerator pedal, apply a negative kinetic energy recovery torque to each wheel.

[0055] Step 120: Determine whether the vehicle is traveling on a non-uniform road surface based on the kinetic energy recovery torque applied to each wheel and the slip ratio of each wheel.

[0056] Step 130: If the vehicle is traveling on a non-uniform road surface, determine the yaw moment when the vehicle deviates from its trajectory on the non-uniform road surface based on the kinetic energy recovery torque applied to each wheel, as well as the front and rear track widths of the vehicle.

[0057] Step 140: Based on the yaw moment, control each wheel to rotate at the corresponding target angle to generate a reverse yaw moment that is opposite to the direction of the yaw moment, thereby eliminating the vehicle's trajectory deviation.

[0058] For step 110, driving status parameters of the vehicle during driving can be obtained to determine whether the driver has released the accelerator pedal.

[0059] The vehicle's driving status parameters may include some or all of the following: accelerator pedal signal, brake pedal signal, steering wheel angle, longitudinal acceleration, lateral acceleration, yaw rate, and wheel control parameters. Wheel control parameters may include one or all of the following: the motor speed driving each wheel, and the torque applied to each wheel.

[0060] Specifically, the vehicle can refer to an electric vehicle or a hybrid electric vehicle. Additionally, the vehicle can be equipped with four hub motors and four corner modules to control the four wheels. Each hub motor can independently control its output torque, and each corner module can independently control its output angle. The vehicle motion control unit coordinates the output torque of the four motors and the steering angle of the four corner modules, improving the controllability and safety of the vehicle's trajectory on complex road surfaces.

[0061] During vehicle operation, various sensors and other data acquisition devices collect driving status parameters in real time and transmit them to the Vehicle Management Control Unit (VMCU) via a communication bus.

[0062] Regarding step 120 above, non-uniform road surface can specifically refer to a road surface with a significant difference in friction coefficient between the left and right tires during vehicle operation (such as icy and snowy roads, wet and slippery roads, or roads with different friction coefficients that the tires contact respectively).

[0063] For example, taking the left and right front wheels of a vehicle as an example, these two wheels are laterally opposite each other. If the left front wheel is on an icy or snowy road while the right front wheel is on a dry road, then it can be determined that the vehicle is traveling on a non-uniform road surface.

[0064] Additionally, if the vehicle's left rear wheel is on an icy or snowy surface while the right rear wheel is on a dry surface, it can also be determined that the vehicle is traveling on a non-uniform road surface.

[0065] When a vehicle is traveling on a non-uniform road surface, the difference in the coefficient of friction between the wheels on both sides may cause the vehicle to veer off course. Continuing to implement the energy recovery strategy in this situation could further exacerbate the veergence, increasing the risk of a safety accident.

[0066] In this embodiment, the possibility or actual occurrence of vehicle veergence can be determined by detecting the torque deviation between the motors of the two wheels. Specifically, by setting a preset deviation threshold, if the torque deviation between the motors of the two wheels exceeds the preset deviation threshold, it is determined that the vehicle has veeredgence or is already veerging.

[0067] Regarding step 130 above, when a vehicle veers off course or has already veered off course, the vehicle will deviate from its original trajectory (i.e., trajectory deviation). For example, if the vehicle was originally traveling straight in the middle lane, a trajectory deviation may cause the vehicle to unexpectedly travel into the left or right lane, which may lead to a traffic accident.

[0068] It should be noted that yaw moment generates yaw rate, and the vehicle's direction of travel is related to the yaw rate. When the vehicle's yaw moment is zero, the vehicle maintains its current direction of travel; when the vehicle has a positive yaw moment, it will cause the vehicle to generate a counterclockwise yaw acceleration, causing the front of the vehicle to turn to the left and the direction of travel to change to the left; when the vehicle has a negative yaw moment, it will cause the vehicle to generate a clockwise yaw acceleration, causing the front of the vehicle to turn to the right and the direction of travel to change to the right.

[0069] In practical applications, drivers can control the vehicle by turning the steering wheel to generate a yaw moment in the corresponding direction. The specific process is as follows: the driver turns the steering wheel → the lateral force of the front wheels generates a yaw moment → the vehicle begins to rotate, and the direction changes accordingly.

[0070] It should be noted that the yaw moment when a vehicle deviates from its trajectory can be determined by the torque applied to each wheel and by combining the vehicle's driving state parameters.

[0071] Regarding step 140, as mentioned above, the vehicle can be equipped with four corner modules to control the four wheels of the vehicle. Each corner module can independently control the output angle so that the corresponding wheel rotates by the corresponding angle.

[0072] When the wheels rotate, it can be understood as the driver operating the steering wheel, which also generates a yaw moment. Assuming the yaw moment when the vehicle deviates from its trajectory is a positive yaw moment T0, then by controlling the wheels to rotate at a corresponding angle to generate a negative yaw moment T0, the yaw moments can be canceled out, thereby eliminating the vehicle's trajectory deviation.

[0073] Specifically, how to control the wheel rotation angle to generate a negative yaw moment T0 can be determined through a pre-calibrated method. For example, a table showing the correspondence between rotation angle and yaw moment can be set up. If it is known that a positive yaw moment T0 is generated when the vehicle deviates from its trajectory, the rotation angle corresponding to the yaw moment T0 can be determined by looking up the table.

[0074] The vehicle trajectory correction method provided in this application actively generates a reverse yaw moment through the corner module to counteract the yaw moment when the vehicle deviates from its trajectory. This method can correct the vehicle trajectory without the need for the driver to actively intervene, thereby reducing the driver's operating burden and improving driving safety.

[0075] On non-uniform road surfaces, energy recovery by a vehicle may cause wheel lock-up, resulting in inconsistent recovery torque between the left and right wheels and causing the vehicle trajectory to deviate. Therefore, in some embodiments, the vehicle trajectory correction method provided in this application can be applied to address vehicle trajectory deviation caused by energy recovery. That is, in actual driving scenarios, if the driver releases the accelerator pedal, the vehicle can still trigger energy recovery. In this case, the vehicle applies negative kinetic energy recovery torque to each wheel to achieve deceleration and energy recovery.

[0076] If the vehicle deviates from its trajectory due to energy recovery, the vehicle trajectory correction method provided in this application embodiment can be used to correct the vehicle trajectory.

[0077] The vehicle trajectory correction method provided in this application embodiment can be applied to scenarios on non-uniform road surfaces where wheel lock-up occurs during energy recovery, resulting in inconsistent recovery torque between the left and right wheels and causing vehicle trajectory deviation. In such scenarios, vehicle trajectory correction can still be achieved, improving the scenario adaptability of the vehicle trajectory correction method.

[0078] Furthermore, in some embodiments, on non-uniform road surfaces, the road adhesion coefficients of the left and right wheels of the vehicle are different. For example, the left wheel is on dry asphalt (high adhesion, such as μ=0.8), while the right wheel is on water stains, ice, or loose gravel (low adhesion, such as μ=0.3). When the driver releases the accelerator pedal, energy recovery is triggered, the motor switches to generator mode, and applies a braking torque (i.e., recovery torque) to the wheels to achieve deceleration and energy recovery.

[0079] The energy recovery system sets a target recovery torque during calibration based on signals such as vehicle speed and pedal position. This target recovery torque is applied symmetrically to the left and right wheels. However, the maximum braking force that tires can provide is limited by road surface adhesion conditions. On low-adhesion surfaces, the friction between the tire and the ground is very small. When the applied symmetrical recovery torque exceeds the maximum static friction of the tire on the low-adhesion side (such as the right wheel mentioned above), that wheel will lock up (i.e., the wheel stops rotating and slides against the ground).

[0080] Based on the above problems, in some embodiments, in order to prevent wheel lock-up, it can be determined whether there is a target wheel that is likely to lock up based on the wheel speed of each wheel and the reference vehicle speed; if a target wheel exists, the kinetic energy recovery torque applied to the target wheel is reduced.

[0081] The purpose of reducing the kinetic energy recovery torque of the target wheel is to keep the slip ratio of the target vehicle close to the optimal slip ratio (e.g., 10% to 30%).

[0082] The optimal slip ratio varies depending on the road surface on which the wheel is located.

[0083] It should be noted that reducing the kinetic energy recovery torque during the energy recovery process refers to reducing the braking force on the wheels. For example, if the kinetic energy recovery torque is -60 Nm, then reducing the kinetic energy recovery torque can be done by decreasing it from -60 Nm to -40 Nm.

[0084] The purpose of reducing the regenerative torque is to prevent the target wheel from locking up. If, during the process of continuously reducing the regenerative torque, the target wheel is found not to have locked up after being reduced to a certain target value, then the reduction of the regenerative torque can be stopped.

[0085] In addition, the kinetic energy recovery torque applied to each wheel is dynamically adjusted by the motor energy recovery system according to the slip ratio of each wheel. When a wheel is detected to be locked, the system will reduce the recovery torque of the motor corresponding to that wheel to suppress the locking trend.

[0086] Meanwhile, the motor's regenerative torque is also constrained by the motor's own capacity limit, vehicle safety boundaries, and driving comfort requirements, ensuring that while improving driving stability, it also takes into account regenerative capacity and driving experience.

[0087] In addition, in some implementations, the speeds of the four motors, the torques of the four motors, the rotation angles of the four corner modules, the lateral acceleration, longitudinal acceleration, and yaw rate of the vehicle can be collected, and then the theoretical reference speeds of the four motors and the motor speeds corresponding to the optimal slip ratio can be calculated based on these data.

[0088] If the actual speed of the motor is lower than a certain threshold of the theoretical reference speed, it is determined that the wheel is locked. At this time, the motor torque is increased for the wheel to control the wheel slip ratio near the optimal slip.

[0089] The torque control method for the target wheel provided in this application fully leverages the advantages of independent decoupling between the corner module and the hub electric drive. By using the speed of four motors instead of the wheel speed of four wheels, it can quickly identify wheel lock-up and implement regenerative torque control for each of the four wheels while maintaining the optimal slip ratio, thereby ensuring maximum energy recovery capability and vehicle driving stability.

[0090] Furthermore, after addressing wheel lock-up by adjusting the regenerative torque applied to the vehicle, in some embodiments, the yaw moment can be determined based on the regenerative torque applied to each wheel, as well as the front and rear track widths of the vehicle.

[0091] In this embodiment, assuming the kinetic energy recovery torque of the front left wheel of the vehicle is T1, the kinetic energy recovery torque of the front right wheel is T2, the kinetic energy recovery torque of the rear left wheel is T3, and the kinetic energy recovery torque of the rear right wheel is T4, the yaw moment M can be calculated using the following formula. y :

[0092]

[0093] In the above formula, wf is the front wheel track and wr is the rear wheel track. The yaw moment M... y This refers to the yaw moment generated when a vehicle deviates from its trajectory.

[0094] This embodiment of the application utilizes the kinetic energy recovery torque applied to the corresponding wheels by four hub motors to calculate the yaw moment generated when the vehicle deviates from its trajectory, so as to facilitate the subsequent elimination of the yaw moment and improve the stability and safety of the vehicle during driving.

[0095] Furthermore, in some embodiments, when the driver releases the accelerator pedal and the vehicle enters the kinetic energy recovery scenario, Figure 2 The flowchart of the vehicle driving road surface determination method provided in the embodiments of this application is as follows: Figure 2 As shown, it includes the following steps:

[0096] Step 210: Obtain the deviation between the kinetic energy recovery torque applied to the first wheel and the kinetic energy recovery torque applied to the second wheel, as well as the slip ratio of the first wheel and the slip ratio of the second wheel.

[0097] The first wheel and the second wheel are laterally opposite each other.

[0098] Step 220: If the deviation value is greater than the first threshold, and the slip ratio of the first wheel and the slip ratio of the second wheel are both greater than the second threshold, then it is determined that the vehicle is traveling on a non-uniform road surface.

[0099] In this embodiment, it is assumed that the slip ratio of the left front wheel is S1 and the kinetic energy recovery torque is T1; the slip ratio of the right front wheel is S2 and the kinetic energy recovery torque is T2; the slip ratio of the left rear wheel is S3 and the kinetic energy recovery torque is T3; and the slip ratio of the right rear wheel is S4 and the kinetic energy recovery torque is T4.

[0100] To determine whether a vehicle is traveling on a non-uniform road surface, the following conditions can be set. If any one of these conditions is met, it can be determined that the vehicle is traveling on a non-uniform road surface:

[0101] (1) If the slip ratios S1 and S2 of the left and right wheels of the front axle both exceed the set threshold (i.e. the second threshold), and the difference in recovery torque between the left and right wheels of the front axle |T1-T2| also exceeds the preset threshold (i.e. the first threshold), then it is determined that the front axle is traveling on a non-uniform road surface.

[0102] (2) If the slip ratios S3 and S4 of the left and right wheels of the rear axle both exceed the set threshold, and the difference in their recovery torque |T3-T4| exceeds the preset threshold, then it is determined that the rear axle is traveling on a non-uniform road surface.

[0103] In this embodiment, the first wheel can be the front left wheel, and the corresponding second wheel is the front right wheel. Of course, the first wheel can also be the front right wheel, and the corresponding second wheel can be the front left wheel.

[0104] The first threshold is used to characterize the maximum permissible limit of the braking torque difference, and the second threshold is used to characterize the "limit boundary" of the tire adhesion state. The first and second thresholds can be calibrated based on experimental data.

[0105] Alternatively, the first wheel can also be the rear left wheel, and the corresponding second wheel can be the rear right wheel. Of course, the first wheel can also be the rear right wheel, and the corresponding second wheel can be the rear left wheel.

[0106] When any of the above conditions are met, it indicates that there is an imbalance in the kinetic energy recovery torque or lateral torque disturbance on both sides of the vehicle, which may affect the stability of the driving direction and cause the vehicle to deviate from its trajectory.

[0107] The vehicle driving road surface determination method provided in this application can accurately identify non-uniform road surface conditions (such as icy and snowy roads, wet and slippery roads) by comparing the slip ratios (S1, S2, S3 and S4) of the left and right wheels with the difference in regenerative torque (|T1-T2|, |T3-T4|). This solves the problem that traditional methods rely on a single signal (such as wheel speed) to judge the road surface condition, which makes it difficult to accurately identify non-uniform road surface conditions, leading to misjudgment of trajectory deviation and lock-up risk, affecting energy recovery efficiency and driving safety.

[0108] When a vehicle is detected traveling on a non-uniform road surface, its trajectory deviates under the influence of yaw moment, triggering a correction strategy. The following sections will describe in detail how this correction is implemented using real-world driving scenarios and various examples.

[0109] It should be noted that during the automatic steering correction process, in order to prevent problems such as oversteer, tire wear, suspension system overload, or driver discomfort caused by an overly aggressive control strategy for wheel angles during the correction process, it is necessary to pre-set the maximum steering angle limits for the front and rear wheels, namely the maximum steering angle limits for the front wheels and the maximum steering angle limits for the rear wheels.

[0110] Among these options, the maximum steering angle limit for the front wheels (including the left and right front wheels) can be set to... Set the maximum steering angle limit for the rear wheels (including the left and right rear wheels) to... . and The specific value can be set through parameter calibration.

[0111] Based on preset and In some embodiments, Figure 3 This is a schematic diagram of the wheel angle adjustment process provided in an embodiment of this application, such as... Figure 3 As shown, it includes the following steps:

[0112] Step 310: Obtain the front wheel steering angle, the first distance from the front wheel to the center of gravity, the rear wheel steering angle, and the second distance from the rear wheel to the center of gravity.

[0113] Step 320: If the front wheel turning angle of the vehicle is less than the maximum turning angle limit of the front wheel, and the rear wheel turning angle of the vehicle is less than the maximum turning angle limit of the rear wheel, then determine the first angle based on the yaw moment, the first distance, and the second distance;

[0114] Step 330: Control the front wheels of the vehicle to rotate to a first angle in a first direction, and control the rear wheels of the vehicle to rotate to a first angle in a second direction opposite to the first direction.

[0115] It should be noted that the front wheels of a vehicle include the front left wheel and the front right wheel, and the rear wheels include the rear left wheel and the rear right wheel. When controlling the rotation of the front wheels, the front left and front right wheels rotate in the same direction and at the same angle; similarly, when controlling the rotation of the rear wheels, the left and rear right wheels rotate in the same direction and at the same angle.

[0116] Regarding the above 310, let letter a represent the first distance from the front wheel to the center of gravity of the vehicle, let letter b represent the second distance from the rear wheel to the center of gravity of the vehicle, let α represent the front wheel steering angle, and let β represent the rear wheel steering angle.

[0117] During the steering process, the steering angles of the front left and front right wheels remain consistent; similarly, the steering angles of the rear left and rear right wheels also remain consistent.

[0118] The first distance a and the second distance b can be preset, while the front wheel angle and the rear wheel angle of the vehicle can be collected in real time by devices such as angle sensors.

[0119] Regarding steps 320 and 330 above, the maximum steering angle limit for the front wheel is... The maximum steering angle limit for the rear wheels is... If at the current moment, the front wheel steering angle is less than... The rear wheel steering angle of the vehicle is less than At the same time, the front and rear wheels of the vehicle can be controlled synchronously, that is, the front and rear wheels are allowed to be controlled simultaneously with the same adjustment amount and opposite steering (i.e., the first angle = β = -α), thereby achieving the minimum steering angle correction.

[0120] It should be noted that, in vehicle dynamics, the reverse yaw moment can be calculated using the following formula:

[0121]

[0122] In the above formula, -M y The torques represent opposing yaw moments of the same magnitude but opposite direction; the kinetic energy recovery torque of the front left wheel is T1; the kinetic energy recovery torque of the front right wheel is T2; the kinetic energy recovery torque of the rear left wheel is T3; the kinetic energy recovery torque of the rear right wheel is T4; a is the first distance; b is the second distance; α represents the front wheel steering angle; β represents the rear wheel steering angle.

[0123] Specifically, at the moment when preparations for correction begin, if the current front wheel steering angle is less than... And the rear wheel turning angle is less than Then we can set the first angle as β = -α.

[0124] Alternatively, the first angle can be set to -β = α. This allows for simultaneous synchronous control of the front and rear wheels of the vehicle, meaning that the front and rear wheels can be steered simultaneously with the same adjustment amount but opposite directions.

[0125] It should be noted that by simultaneously controlling the front and rear wheels of the vehicle, the yaw moment can be offset while minimizing the first angle value. This means that a reverse yaw moment can be generated without making significant adjustments to the steering angle of each wheel to counteract the yaw moment when the vehicle deviates, thereby achieving vehicle trajectory correction.

[0126] For example, Figure 4 This is a schematic diagram of automatic correction provided in the embodiments of this application, such as... Figure 4 As shown, the front left wheel is on the low side of adhesion (i.e., low coefficient of adhesion), and the front right wheel is on the high side of adhesion (i.e., high coefficient of adhesion). At this time, the front wheels of the vehicle turn to the left to the first angle, while the rear wheels of the vehicle turn to the right to the first angle, thereby offsetting the yaw moment generated by the vehicle being on a non-uniform road surface during the energy recovery process.

[0127] The steering angle control method provided in this application adjusts each wheel with the minimum rotation angle to generate a reverse yaw moment opposite to the direction of the yaw moment, thereby achieving trajectory correction and improving the vehicle's driving stability during the correction process.

[0128] In addition, based on the preset settings and In other embodiments, Figure 5 This is a schematic diagram of a wheel angle adjustment process provided in another embodiment of this application, as shown below. Figure 5 As shown, it includes the following steps:

[0129] Step 510: If the front wheel turning angle is greater than or equal to the maximum front wheel turning angle limit and the rear wheel turning angle is less than the maximum rear wheel turning angle limit, then determine the second angle based on the yaw moment, the front wheel turning angle, the first distance, and the second distance.

[0130] Step 520: Control the front wheels of the vehicle to rotate to the maximum steering angle limit of the front wheels;

[0131] Step 530: Control the rear wheels of the vehicle to rotate to the second angle.

[0132] Among them, the front wheels of the vehicle rotate to the maximum turning angle limit of the front wheels, and after the rear wheels of the vehicle rotate to the second angle, the front wheels and the rear wheels of the vehicle face opposite directions.

[0133] In this embodiment, when the front wheel steering angle of the vehicle is greater than or equal to And the rear wheel steering angle of the vehicle is less than At this point, in order to prevent problems such as oversteer, tire wear, suspension overload, or driver discomfort caused by an overly aggressive wheel angle control strategy, the steering angle of the front wheels will no longer be increased, and the steering angle of the rear wheels will be adjusted instead.

[0134] It should be noted that when a reverse yaw moment is generated by adjusting the steering angle of the vehicle's rear wheels, the amount of steering angle adjustment (i.e., the second angle) will be greater than the first angle mentioned in the aforementioned embodiment.

[0135] The calculation of the second angle can be specifically referred to in the formula for calculating the reverse yaw moment mentioned in the above embodiment.

[0136] In this embodiment, if the front wheel steering angle is at the moment before the steering angle adjustment... It has already exceeded When adjusting the steering angle, the system will limit the maximum front wheel steering angle to [value missing]. .

[0137] It should be noted that when turning the front wheel angle... Adjust to maximum value Then, if the front wheels are turning to the left at this time, after controlling the rear wheels to turn to the second angle, the direction of the rear wheels should be turning to the right. That is, it is necessary to ensure that after the angle is adjusted, the front wheels and the rear wheels are facing each other.

[0138] The steering angle control method provided in this application first detects whether the current front wheel steering angle is greater than or equal to the maximum front wheel steering angle limit and whether the rear wheel steering angle is less than the maximum rear wheel steering angle limit before adjusting the wheel steering angle. If the front wheel steering angle is greater than or equal to the maximum front wheel steering angle limit and the rear wheel steering angle is less than the maximum rear wheel steering angle limit, then the front wheel steering angle needs to be limited during steering angle adjustment. The maximum value is Then, calculate the second angle and adjust the rear wheel steering angle of the vehicle to the second angle. This can prevent problems such as oversteer, tire wear, suspension overload, or driver discomfort caused by an overly aggressive control strategy.

[0139] Similarly, in other embodiments, Figure 6 This is a schematic diagram of a wheel angle adjustment process provided in another embodiment of this application, as shown below. Figure 6 As shown, it includes the following steps:

[0140] Step 610: If the rear wheel angle of the vehicle is greater than or equal to the maximum rear wheel angle limit threshold, and the front wheel angle of the vehicle is less than the maximum front wheel angle limit value, then determine the third angle based on the yaw moment, the rear wheel angle, the first distance, and the second distance.

[0141] Step 620: Control the rear wheels of the vehicle to rotate to the maximum steering angle limit of the rear wheels;

[0142] Step 630: Control the front wheels of the vehicle to rotate to the third angle.

[0143] Among them, the rear wheels of the vehicle rotate to the maximum turning angle limit of the rear wheels, and the front wheels of the vehicle rotate to the third angle, and the front wheels of the vehicle face opposite directions to the rear wheels of the vehicle.

[0144] In this embodiment, when the rear wheel steering angle of the vehicle is greater than or equal to And the front wheel steering angle of the vehicle is less than At this point, in order to prevent problems such as oversteer, tire wear, suspension overload, or driver discomfort caused by an overly aggressive wheel angle control strategy, the rear wheel angle will no longer be increased, and the front wheel angle will be adjusted instead.

[0145] The calculation of the third angle can be specifically referred to in the formula for calculating the reverse yaw moment mentioned in the above embodiment.

[0146] In addition, based on the vehicle steering angle control mentioned in the above embodiments, the vehicle can use a smooth transition function (such as an S-curve) to achieve a gradual transition from the current steering angle to the limited steering angle, so as to reduce driving discomfort and system shock caused by sudden changes.

[0147] Additionally, in some embodiments, when a vehicle is traveling on a non-uniform road surface and its trajectory deviates due to kinetic energy recovery, if the front wheel steering angle is greater than or equal to the maximum front wheel steering angle limit and the rear wheel steering angle is greater than or equal to the maximum rear wheel steering angle limit, it is necessary to reduce the kinetic energy recovery torque applied to the wheels or stop kinetic energy recovery to prevent the vehicle from continuing to deviate from its trajectory on the non-uniform road surface.

[0148] The following section will introduce a vehicle trajectory correction scheme through a specific implementation example, combined with a real-world driving scenario. Figure 7 This is a schematic flowchart of a vehicle trajectory correction method provided in another embodiment of this application, as shown below. Figure 7 As shown, it includes:

[0149] Step 710: The hub motor and steering angle module self-test are normal. The gear is engaged in forward gear and the driver releases the accelerator pedal.

[0150] Step 720: Calculate the reference rotational speeds of the four wheels based on the input motor speed, torque, rotation angle, vehicle acceleration, and yaw rate.

[0151] Step 730: Determine if the actual motor speed is greater than the reference motor speed. (It can be calibrated based on torque and torque change rate).

[0152] Step 740: The motors enter the recovery torque control, and the recovery torque of the four motors is calculated in real time according to the set slip ratio s (which can be calibrated according to vehicle speed and road surface adhesion coefficient).

[0153] Step 750: Determine whether the yaw torque Mdiff generated by the recovery torque of the four motors on the vehicle's center of gravity is greater than the yaw moment reference value Merrorin (which can be calibrated based on vehicle speed and yaw rate).

[0154] Here, yaw torque Mdiff refers to the yaw moment when a vehicle deviates from its trajectory on a non-uniform road surface. Assuming the regenerative braking torque of the front left wheel is T1, the front right wheel is T2, the rear left wheel is T3, and the rear right wheel is T4, the yaw torque M can be calculated using the following formula. y :

[0155]

[0156] In the above formula, wf is the front wheel track and wr is the rear wheel track. The yaw moment M... y This refers to the yaw moment generated when a vehicle deviates from its trajectory.

[0157] The yaw moment reference value, Merrorin, is a boundary value used to determine whether a vehicle is about to lose stability. It is an "additional yaw moment error threshold" used to trigger vehicle correction. When the actual yaw moment of the vehicle exceeds the yaw moment reference value, a correction operation is triggered. This yaw moment reference value can be specifically calibrated based on the vehicle's speed, yaw rate, and vehicle attribute parameters.

[0158] Step 760: Enter the automatic correction control logic of the corner module and calculate the correction angle of the four corner modules in real time.

[0159] Step 770: Output the angles of the four corner modules and the torques of the four motors.

[0160] In this embodiment, the vehicle control system monitors the accelerator pedal signal, motor torque signal, and four motor speed signals in real time, and compares the wheel speed with the reference speed to determine whether there is wheel lock-up. Once wheel lock-up is detected, the vehicle control system increases the torque of the motor corresponding to the locked wheel and reduces the recovery torque.

[0161] The recovery torque of the four wheels is as follows: The vehicle control system will dynamically adjust the torque value according to the specific situation to ensure maximum energy recovery and vehicle driving stability.

[0162] If the system detects a deviation in the motor torque of the left and right wheels, and this deviation exceeds a preset threshold, it determines that the vehicle is traveling on a non-uniform road surface (such as an icy or snowy road surface, a wet or slippery road surface, or a road surface with different friction coefficients for the tires). When the vehicle is confirmed to be on a non-uniform road surface, the system will activate the automatic correction function, calculate the required steering angle adjustment for the four wheels based on the current yaw moment, and achieve automatic correction of the vehicle's driving direction by precisely controlling the output of each drive motor, thereby improving driving safety and handling.

[0163] In this embodiment, the identification of non-uniform road surfaces is as follows:

[0164] When the vehicle control system detects that at least one axle (front or rear) is on a non-uniform road surface, it will trigger the activation process of the automatic steering correction function. Specifically, the vehicle control system collects and analyzes the slip ratio of each wheel and the actual recovery torque of the motor in real time:

[0165] First, let the slip ratio of the left front wheel be S1 and the recovery torque be T1; the slip ratio of the right front wheel be S2 and the recovery torque be T2; the slip ratio of the left rear wheel be S3 and the recovery torque be T3; and the slip ratio of the right rear wheel be S4 and the recovery torque be T4. Configure the following correction trigger conditions:

[0166] (1) If the slip ratios S1 and S2 of the left and right wheels of the front axle both exceed the set threshold, and the difference in their recovery torque |T1-T2| also exceeds the preset threshold, then it is determined that the front axle is traveling on a non-uniform road surface.

[0167] (2) If the slip ratios S3 and S4 of the left and right wheels of the rear axle both exceed the set threshold, and the difference in their recovery torque |T3-T4| exceeds the preset threshold, then it is determined that the rear axle is traveling on a non-uniform road surface.

[0168] When any of the above conditions are met, it indicates an imbalance in regenerative torque or lateral moment disturbance on both sides of the vehicle, which may affect directional stability. In this case, the vehicle control system will determine that a "correction is needed" state and enter a correction control mode. In this mode, the vehicle control system will dynamically adjust the steering angle of each wheel based on the current wheel slip ratio and regenerative torque distribution to restore the vehicle's directional stability and maintain the intended driving trajectory.

[0169] In this embodiment, automatic correction of vehicle trajectory is performed as follows:

[0170] Firstly, in automatic vehicle steering, to prevent problems such as oversteer, tire wear, suspension overload, or driver discomfort caused by overly aggressive control strategies, the vehicle control system needs to set maximum steering angle limits for the front and rear wheels, which are respectively... , Specifically, these can be set through parameter calibration, and the correction strategies include the following three types:

[0171] (1) Synchronization control of front and rear wheels

[0172] If the vehicle is currently in a symmetrical state, the current wheel rotation angle α is less than And the rear wheel steering angle β is less than This allows the front and rear wheels to be controlled simultaneously with the same adjustment amount but opposite steering (i.e., β=-α), thereby achieving minimum steering angle correction.

[0173] (2) Rear wheel priority control

[0174] When the rear wheel steering angle β exceeds At that time, the vehicle control system will not allow it to increase further and will control β at [a certain value]. Within the range. At this time, the following processing methods can be selected: fix the rear wheel to β_max; and increase the adjustment of the front wheel to counteract the yaw moment of the whole vehicle and avoid the rear wheel exceeding the limit.

[0175] (3) Front wheel priority control

[0176] Similarly, the current wheel rotation angle Exceed At that time, the system will restrict The maximum value is At this point, the front wheels can be fixed as... ; and increase the rear wheel steering angle to counteract the yaw moment of the whole vehicle.

[0177] It should be noted that traditional methods for dealing with wheel lock-up and limiting energy recovery mainly include the following two: (1) Limiting the recovery torque on the high-adhesion side: This method reduces the energy recovery force of the high-adhesion side wheel to prevent the vehicle from losing control due to slippage. However, this method directly leads to a decrease in energy recovery efficiency, thereby affecting the overall vehicle range; (2) Driver correction of direction: This relies on the driver to manually adjust the direction to deal with the wheel lock-up problem. Although the cost is low, it requires the driver to have a high level of control ability and is prone to misoperation in emergency situations, affecting driving safety.

[0178] The above two methods have at least one of the following drawbacks: (1) Sacrificing energy recovery capability: limiting the recovery torque directly affects the range performance; (2) High operation difficulty: it requires a high level of driver skills and is difficult to achieve automated control; (3) Reduced safety: it may lead to problems such as increased braking distance or untimely steering.

[0179] The trajectory correction method provided in this implementation is based on the independent decoupling of the corner module and the hub motor, and has the following advantages: (1) No need to limit energy recovery: By utilizing the decoupling characteristics between the corner module and the hub motor, the slip state can be judged and corrected while maintaining maximum energy recovery; (2) Multi-signal fusion judgment: By fusing and processing multiple sensor signals (such as steering angle, wheel speed, acceleration, etc.), the accuracy and response speed of the system in recognizing the slip state are improved; (3) Automatic correction control: The corner module actively generates a reverse yaw torque for automatic correction, which reduces the dependence on driver operation and improves overall controllability and safety.

[0180] Figure 8 This diagram illustrates the input and output signals for the automatic corner module correction provided in this application. The vehicle provided in this application is equipped with four wheel hub motors and four corner modules. Each wheel hub motor can independently control its output torque, and each corner module can independently control its output angle. The vehicle motion control unit coordinates the output torque of the four motors and the rotation angle of the four corner modules, improving the controllability and safety of the vehicle's trajectory on complex road surfaces. Figure 8 As shown, the input signals of the corner module include: accelerator pedal, brake pedal, steering wheel angle, four motor speeds (n1-n4), longitudinal acceleration, lateral acceleration, and yaw rate. The output signals of the vehicle management controller include the torques of the four motors (T1-T4), the front wheel angles (α1 and α2), and the rear wheel angles (β1 and β2).

[0181] Figure 9 This is a structural schematic diagram of the vehicle trajectory correction device provided in this application, as shown below. Figure 9 As shown, the vehicle trajectory correction device 90 provided in this embodiment includes:

[0182] The kinetic energy recovery control module 910 is used to apply negative kinetic energy recovery torque to each wheel when it detects that the driver has released the accelerator pedal of the vehicle.

[0183] The determination module 920 is used to determine whether the vehicle is traveling on a non-uniform road surface based on the kinetic energy recovery torque applied to each wheel and the slip ratio of each wheel.

[0184] The torque acquisition module 930 is used to determine the yaw moment of the vehicle when it deviates from its trajectory on a non-uniform road surface, based on the kinetic energy recovery torque applied to each wheel, as well as the front wheel track and rear wheel track of the vehicle.

[0185] The offset control module 940 is used to control each wheel to rotate at a corresponding target angle based on the yaw moment, so as to generate a reverse yaw moment opposite to the direction of the yaw moment and eliminate the vehicle's trajectory deviation.

[0186] In one possible implementation, the vehicle trajectory correction device 90 further includes a torque boosting module for determining whether there is a target wheel that has locked up based on the wheel speed of each wheel and a reference vehicle speed; and if there is a target wheel, reducing the kinetic energy recovery torque applied to the target wheel.

[0187] In one possible implementation, the determining module 920 can be specifically used to: obtain the deviation value between the kinetic energy recovery torque applied to the first wheel and the kinetic energy recovery torque applied to the second wheel, as well as the slip ratio of the first wheel and the slip ratio of the second wheel; if the deviation value is greater than a first threshold, and the slip ratio of the first wheel and the slip ratio of the second wheel are both greater than a second threshold, then it is determined that the vehicle is traveling on a non-uniform road surface; wherein the first wheel and the second wheel are laterally opposite wheels.

[0188] In one possible implementation, the offset control module 940 can specifically be used for:

[0189] Obtain the vehicle's front wheel steering angle, the first distance from the vehicle's front wheel to the vehicle's center of gravity, the vehicle's rear wheel steering angle, and the second distance from the vehicle's rear wheel to the vehicle's center of gravity.

[0190] If the steering angle of the front wheels of the vehicle is less than the maximum steering angle limit of the front wheels, and the steering angle of the rear wheels of the vehicle is less than the maximum steering angle limit of the rear wheels, then the first angle is determined based on the yaw moment, the first distance, and the second distance.

[0191] Control the front wheels of the vehicle to rotate in a first direction to a first angle, and control the rear wheels of the vehicle to rotate in a second direction opposite to the first direction to a first angle.

[0192] In one possible implementation, the offset control module 940 can specifically be used for:

[0193] If the front wheel steering angle is greater than or equal to the maximum front wheel steering angle limit, and the rear wheel steering angle is less than the maximum rear wheel steering angle limit, then the second angle is determined based on the yaw moment, the front wheel steering angle, the first distance, and the second distance.

[0194] Control the vehicle's front wheels to rotate to the maximum front wheel steering angle limit;

[0195] Control the rear wheels of the vehicle to rotate to a second angle; wherein, after the front wheels of the vehicle rotate to the maximum turning angle limit of the front wheels, and after the rear wheels of the vehicle rotate to the second angle, the front wheels and the rear wheels of the vehicle face opposite directions.

[0196] In one possible implementation, the offset control module 940 can specifically be used for:

[0197] If the rear wheel steering angle is greater than or equal to the maximum rear wheel steering angle limit, and the front wheel steering angle is less than the maximum front wheel steering angle limit, then the third angle is determined based on the yaw moment, the rear wheel steering angle, the first distance, and the second distance.

[0198] Control the rear wheels of the vehicle to rotate to the maximum rear wheel steering angle limit;

[0199] Control the front wheels of the vehicle to rotate to a third angle; wherein, the rear wheels of the vehicle rotate to the maximum rotation angle limit of the rear wheels, and after the front wheels of the vehicle rotate to the third angle, the front wheels and the rear wheels of the vehicle face opposite directions.

[0200] The vehicle trajectory correction device provided in this embodiment can execute the method provided in the above method embodiment. Its implementation principle and technical effect are similar, and will not be described in detail here.

[0201] Figure 10 A schematic diagram of the structure of the electronic device provided in this application. Figure 10 As shown, the electronic device 1000 provided in this embodiment includes at least one processor 1001 and a memory 1002. Optionally, the electronic device 1000 further includes a communication component 1003. The processor 1001, memory 1002, and communication component 1003 are connected via a bus.

[0202] In a specific implementation, at least one processor 1001 executes computer execution instructions stored in memory 1002, causing at least one processor 1001 to perform the above-described method.

[0203] The specific implementation process of processor 1001 can be found in the above method embodiments, and its implementation principle and technical effect are similar. It will not be repeated here.

[0204] This application also provides a vehicle, which includes a vehicle body and the aforementioned electronic devices disposed within the vehicle body. Exemplarily, the vehicle may be a new energy pure electric vehicle or a hybrid electric vehicle.

[0205] This application also provides a computer program product, including a computer program that, when executed by a processor, implements the above-described method.

[0206] This application also provides a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, implement the above-described method.

[0207] Finally, it should be noted that other embodiments of the invention will readily occur to those skilled in the art upon consideration of the specification and practice of the invention disclosed herein. This invention is intended to cover any variations, uses, or adaptations of the invention that follow the general principles of the invention and include common knowledge or customary techniques in the art not disclosed herein, and is not limited to the precise structures described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of the invention is limited only by the appended claims.

Claims

1. A vehicle trajectory correction method, characterized in that, include: When the driver releases the accelerator pedal, a negative kinetic energy recovery torque is applied to each wheel. Based on the kinetic energy recovery torque applied to each wheel and the slip ratio of each wheel, it is determined whether the vehicle is traveling on a non-uniform road surface. If the vehicle is traveling on the non-uniform road surface, the yaw moment when the vehicle deviates from its trajectory on the non-uniform road surface is determined based on the kinetic energy recovery torque applied to each wheel, as well as the front wheel track and rear wheel track of the vehicle. Based on the yaw moment, each wheel is controlled to rotate at a corresponding target angle to generate a reverse yaw moment opposite to the direction of the yaw moment, thereby eliminating the vehicle's trajectory deviation.

2. The method according to claim 1, characterized in that, After applying a negative kinetic energy recovery torque to each wheel, the process also includes: Based on the wheel speed of each wheel and the reference vehicle speed, determine whether there is a target wheel that has locked up. If the target wheel is present, the kinetic energy recovery torque applied to the target wheel is reduced.

3. The method according to claim 1, characterized in that, Determining whether the vehicle is traveling on a non-uniform road surface based on the kinetic energy recovery torque applied to each wheel and the slip ratio of each wheel includes: The deviation between the kinetic energy recovery torque applied to the first wheel and the kinetic energy recovery torque applied to the second wheel is obtained, as well as the slip ratio of the first wheel and the slip ratio of the second wheel; wherein the first wheel and the second wheel are laterally opposed wheels; If the deviation value is greater than the first threshold, and the slip ratio of the first wheel and the slip ratio of the second wheel are both greater than the second threshold, then it is determined that the vehicle is traveling on a non-uniform road surface.

4. The method according to any one of claims 1 to 3, characterized in that, The step of controlling each wheel to rotate to a corresponding target angle based on the yaw moment includes: The vehicle's front wheel angle, the first distance from the front wheel to the vehicle's center of gravity, the vehicle's rear wheel angle, and the second distance from the rear wheel to the vehicle's center of gravity are obtained. If the front wheel turning angle of the vehicle is less than the maximum front wheel turning angle limit and the rear wheel turning angle of the vehicle is less than the maximum rear wheel turning angle limit, then the first angle is determined based on the yaw moment, the first distance, and the second distance; Control the front wheels of the vehicle to rotate in a first direction to the first angle, and control the rear wheels of the vehicle to rotate in a second direction opposite to the first direction to the first angle.

5. The method according to any one of claims 1 to 3, characterized in that, The step of controlling each wheel to rotate to a corresponding target angle based on the yaw moment includes: If the front wheel steering angle is greater than or equal to the maximum front wheel steering angle limit and the rear wheel steering angle is less than the maximum rear wheel steering angle limit, then the second angle is determined based on the yaw moment, the front wheel steering angle, the first distance, and the second distance. Control the vehicle's front wheels to rotate to the maximum front wheel steering angle limit value; The rear wheels of the vehicle are controlled to rotate to the second angle; wherein, after the front wheels of the vehicle rotate to the maximum turning angle limit value of the front wheels and the rear wheels of the vehicle rotate to the second angle, the front wheels and the rear wheels of the vehicle face opposite directions.

6. The method according to any one of claims 1 to 3, characterized in that, The step of controlling each wheel to rotate to a corresponding target angle based on the yaw moment includes: If the rear wheel steering angle is greater than or equal to the maximum rear wheel steering angle limit, and the front wheel steering angle is less than the maximum front wheel steering angle limit, then the third angle is determined based on the yaw moment, the rear wheel steering angle, the first distance, and the second distance. Control the rear wheels of the vehicle to rotate to the maximum rear wheel steering angle limit value; The vehicle's front wheels are controlled to rotate to the third angle; wherein the vehicle's rear wheels rotate to the maximum rear wheel turning angle limit value, and after the vehicle's front wheels rotate to the third angle, the vehicle's front wheels and the vehicle's rear wheels face opposite directions.

7. A vehicle trajectory correction device, characterized in that, include: The kinetic energy recovery control module is used to apply negative kinetic energy recovery torque to each wheel when it detects that the driver has released the accelerator pedal of the vehicle. The determination module is used to determine whether the vehicle is traveling on a non-uniform road surface based on the kinetic energy recovery torque applied to each wheel and the slip ratio of each wheel. The torque acquisition module is used to determine the yaw moment of the vehicle when it deviates from its trajectory on the non-uniform road surface, based on the kinetic energy recovery torque applied to each wheel and the front and rear wheel tracks of the vehicle. The offset control module is used to control each wheel to rotate at a corresponding target angle based on the yaw moment, so as to generate a reverse yaw moment opposite to the direction of the yaw moment and eliminate the trajectory deviation of the vehicle.

8. An electronic device, characterized in that, include: Memory, processor; The memory stores computer-executed instructions; The processor executes computer execution instructions stored in the memory, causing the processor to perform the method as described in any one of claims 1-6.

9. A vehicle, characterized in that, It includes a vehicle body and an electronic device as described in claim 8 disposed in the vehicle body.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer-executable instructions, which, when executed by a processor, are used to implement the method as described in any one of claims 1-6.

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