Vehicle control method, device, medium, product, and vehicle

Abstract

The present disclosure relates to a vehicle control method, device, medium, product and vehicle, the method comprising: in response to a lateral displacement control instruction, controlling vehicle wheels to move at an initial wheel speed and an initial rotation angle; the initial wheel speed being determined based on a target lateral displacement speed and the initial rotation angle; obtaining a vehicle lateral displacement deviation, determining a corrected wheel speed and a corrected rotation angle of a target wheel based on the vehicle lateral displacement deviation; the target wheel being any one of the vehicle wheels; and controlling the target wheel to move at the corrected wheel speed and the corrected rotation angle. The present disclosure forms a closed-loop feedback based on the vehicle lateral displacement deviation, determines the corrected wheel speed and the corrected rotation angle of the target wheel for the vehicle lateral displacement deviation, and offsets external disturbances by actively regulating the movement of the target wheel, so as to improve the trajectory accuracy of the vehicle lateral displacement.

Description

Technical Field

[0001] This disclosure relates to the field of vehicle technology, and more specifically, to a vehicle control method, device, medium, product, and vehicle. Background Technology

[0002] With the advancement of automotive intelligence and electrification, vehicle chassis control technology has developed rapidly. The application of four-wheel independent drive and four-wheel independent steering technologies has brought unprecedented freedom of control over vehicle motion and attitude. Against this backdrop, the vehicle parallel lateral movement function has emerged. This function allows the vehicle to move laterally while maintaining its orientation (yaw angle of zero), greatly improving its maneuverability in confined spaces (such as parallel parking and narrow lane maneuvers), and is one of the key features of advanced driver assistance systems and intelligent vehicles.

[0003] In related technologies, when a vehicle performs parallel lateral movement, lateral deviation is prone to occur under non-ideal working conditions, resulting in low lateral movement control accuracy. Summary of the Invention

[0004] The purpose of this disclosure is to provide a vehicle control method, device, medium, product, and vehicle to at least improve the problems of lateral movement deviation and low lateral movement control accuracy in some scenarios.

[0005] To achieve the above objectives, in a first aspect, this disclosure provides a vehicle control method, comprising: responding to a lateral control command, controlling a vehicle wheel to move according to an initial wheel speed and an initial turning angle; the initial wheel speed being determined based on a target lateral speed and an initial turning angle; acquiring a vehicle lateral deviation, and determining a corrected wheel speed and a corrected turning angle of the target wheel based on the vehicle lateral deviation; the target wheel being any one of the vehicle wheels; and controlling the target wheel to move according to the corrected wheel speed and the corrected turning angle.

[0006] Optionally, the lateral displacement deviation of the vehicle is obtained, and the corrected wheel speed and corrected steering angle of the target wheel are determined based on the lateral displacement deviation, including: obtaining the longitudinal displacement deviation of the vehicle and / or the heading angle deviation of the vehicle; when the longitudinal displacement deviation of the vehicle is obtained, determining the wheel speed correction value based on the longitudinal displacement deviation of the vehicle; superimposing the initial wheel speed and the wheel speed correction value to obtain the corrected wheel speed of the target wheel; when the heading angle deviation of the vehicle is obtained, determining the steering angle correction value based on the heading angle deviation of the vehicle; superimposing the initial steering angle and the steering angle correction value to obtain the corrected steering angle of the target wheel; when the longitudinal displacement deviation of the vehicle is not obtained, determining the initial wheel speed as the corrected wheel speed of the target wheel; when the heading angle deviation of the vehicle is not obtained, determining the initial steering angle as the corrected steering angle of the target wheel.

[0007] Optionally, the wheel speed correction value is determined based on the vehicle's longitudinal displacement deviation, including: determining the wheel speed correction value based on the sum of the proportion of the vehicle's longitudinal displacement deviation, the integral of the vehicle's longitudinal displacement deviation, and the derivative of the vehicle's longitudinal displacement deviation.

[0008] Optionally, determining the steering angle correction value based on the vehicle heading angle deviation includes: determining the steering angle correction value based on the sum of the proportion of the vehicle heading angle deviation, the integral of the vehicle heading angle deviation, and the derivative of the vehicle heading angle deviation.

[0009] Optionally, the aforementioned vehicle control method further includes: determining the initial wheel speed based on the target lateral speed, the initial steering angle, and the correction coefficient; the initial steering angle is determined based on the maximum steering angle of the vehicle's rear wheels.

[0010] Optionally, the initial wheel speed is determined based on the target lateral velocity, the initial turning angle, and the correction coefficient, including: determining the velocity component of the target lateral velocity in the wheel travel direction, wherein the wheel travel direction is determined based on the initial turning angle; and determining the initial wheel speed, wherein the initial wheel speed is determined based on the product of the velocity component and the correction coefficient.

[0011] Optionally, controlling the vehicle wheels to move according to an initial wheel speed and an initial turning angle includes: controlling the front wheels of the vehicle to move in a first direction according to the corresponding initial wheel speed and initial turning angle; the first direction is consistent with the lateral movement direction; controlling the rear wheels of the vehicle to move in a second direction according to the corresponding initial wheel speed and initial turning angle; the second direction is opposite to the first direction.

[0012] Optionally, the target wheel is the rear wheel on the side adjacent to the lateral movement direction.

[0013] Optionally, after controlling the vehicle wheels to move according to the initial wheel speed and initial turning angle, the method further includes: locking the deflection angles of the wheels other than the target wheel.

[0014] In a second aspect, this disclosure also provides an electronic device, comprising: a memory having a computer program stored thereon; and a processor for executing the computer program in the memory to implement the steps of any of the methods in the first aspect.

[0015] Thirdly, this disclosure also provides a computer-readable storage medium having a computer program stored thereon that, when executed by a processor, implements the steps of any of the methods in the first aspect.

[0016] Fourthly, this disclosure also provides a computer program product, including a computer program that, when executed by a processor, implements the steps of any of the methods in the first aspect.

[0017] Fifthly, this disclosure also provides a vehicle including the electronic equipment of the second aspect.

[0018] The above technical solution determines the corrected wheel speed and corrected steering angle of the target wheel for the vehicle's lateral deviation. By actively adjusting the motion of the target wheel to counteract external disturbances, the robustness of vehicle control can be enhanced. At the same time, the coordinated control of the four wheels is decomposed into the generation of the main motion of three wheels and the deviation correction of the target wheel, which reduces the control quantity and the requirements for the synchronization performance of each actuator. This can significantly reduce the complexity of the vehicle control algorithm and solve the problem that the parallel lateral movement technology in related technologies cannot achieve high-precision pure lateral movement under non-ideal working conditions due to external disturbances causing lateral deviations.

[0019] Other features and advantages of this disclosure will be described in detail in the following detailed description section. Attached Figure Description

[0020] The accompanying drawings are provided to further illustrate the present disclosure and form part of the specification. They are used together with the following detailed description to explain the present disclosure, but do not constitute a limitation thereof. In the drawings: Figure 1 This is a schematic diagram of an open-loop parallel transverse control scheme provided in an exemplary embodiment of this disclosure; Figure 2 This is a flowchart of a vehicle control method provided in an exemplary embodiment of this disclosure; Figure 3 This is a schematic diagram of vehicle lateral movement control provided in an exemplary embodiment of this disclosure; Figure 4 This is a flowchart of another vehicle control method provided in an exemplary embodiment of this disclosure; Figure 5 This is a schematic diagram of the constituent modules of a vehicle control device provided in an exemplary embodiment of this disclosure; Figure 6 This is a block diagram illustrating an electronic device 600 according to an exemplary embodiment. Detailed Implementation

[0021] The specific embodiments of this disclosure will be described in detail below with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are for illustration and explanation only and are not intended to limit this disclosure.

[0022] In related technologies, to achieve parallel lateral movement of the vehicle, a four-wheel independent drive and four-wheel independent steering architecture is adopted. Based on the principle of wheel velocity vector decomposition, an equivalent lateral movement velocity reference value is calculated. Through coordinated control of the wheel speed and steering angle of the four wheels, parallel lateral movement with a zero heading angle is achieved. The front wheel group is controlled to steer outward and the rear wheel group inward, and opposing driving forces are applied. According to the lateral movement requirements, the front wheel and its diagonal wheel on the side adjacent to the target lateral movement direction are controlled to deflect in the target lateral movement direction and output positive driving force, while the rear wheel and its diagonal wheel on the side adjacent to the target lateral movement direction are controlled to deflect in the opposite direction and output reverse driving force. This ensures that the longitudinal driving force of the vehicle is at least partially canceled out, forming a resultant lateral movement force.

[0023] This approach has the following drawbacks: First, it has poor road surface adaptability, failing to consider inconsistent road surface adhesion; it is difficult to ensure that the positive and negative driving forces applied to the target's front wheels are the same magnitude, and that the positive and negative driving forces applied to the rear wheels on the same side as the target's front wheels are the same magnitude. Second, it has poor vehicle condition adaptability, failing to consider changes in load and tire condition; this manifests in all control parameters being fixed values ​​or calculated based on fixed vehicle parameters, without considering the impact of vehicle load changes (empty, fully loaded, and passenger distribution) on the center of gravity position and wheel load.

[0024] Related technologies also employ a vehicle lateral movement control system. This system uses a control execution module to control the four wheels to deflect in specific directions and angles, and then drives the vehicle in a specific direction based on the deflection angle, thereby achieving lateral movement control. The lateral movement control system can dynamically adjust the steering angle and torque distribution of the four wheels according to actual driving conditions, enabling the vehicle to move laterally along the expected trajectory.

[0025] The front wheels deflect in opposite directions on their front sides, and the rear wheels deflect in opposite directions on their rear sides. The driving force of all four wheels is simultaneously distributed so that the lateral components are in the same direction, the sum of the longitudinal components is zero, and the sum of the yaw moments at the center of gravity is zero. The four-wheel steering attitude (front inward and rear outward) is coupled with the four-wheel driving force vector coordination constraints (corresponding to longitudinal force balance and center of gravity yaw moment balance) into a unified control objective. The driving force of the front wheels on one side of the vehicle's lateral movement direction is output rearward, and the driving force of the rear wheels is output forward. Conversely, the driving force of the front wheels on the other side of the vehicle's lateral movement direction is output forward, and the driving force of the rear wheels is output rearward.

[0026] This approach involves too many control dimensions, making it difficult to guarantee system complexity and reliability.

[0027] The inventors have discovered that the model-based open-loop (or feedforward) cooperative control method used to achieve vehicle lateral movement in related technologies can perform well in theoretical and simulation environments, but it has the following defects in complex practical applications.

[0028] The first issue is model mismatch. Vehicle dynamics models are highly nonlinear and complex systems. The models used in controllers are simplified and cannot accurately describe real vehicles. For example, vehicle loads (occupants and cargo) can alter the vehicle's center of gravity and total mass, thus affecting the actual dynamic response. This discrepancy between the model and the actual vehicle—model mismatch—leads to an inaccurate balance between the controller's calculated commands and the resulting force and moment on the actual vehicle, resulting in longitudinal and directional deviations.

[0029] Secondly, there is the issue of environmental disturbances. The actual driving environment of a vehicle is full of uncertainties. For example, the road surface adhesion coefficients on both sides of the vehicle may be different, with one side being dry and the other having standing water. This can cause the forces generated by the tires on both sides to be inconsistent, thus introducing unexpected yaw moments. In addition, environmental factors such as crosswinds and road slopes can also exert additional forces and moments on the vehicle, which are unpredictable and uncompensable by open-loop control systems.

[0030] Thirdly, there is the issue of actuator and sensor errors. Tires are the final actuators for vehicle movement, and their characteristics change due to factors such as wear, tire pressure, and temperature, causing the actual force generated to deviate from the theoretically calculated value. Simultaneously, sensor measurements are subject to noise and delay. All these factors disrupt the preset force balance.

[0031] Figure 1 This is a schematic diagram of an open-loop parallel lateral movement control scheme provided in an exemplary embodiment of this disclosure. The core principle of this scheme is to control the front and rear wheels to deflect in opposite directions, while simultaneously ensuring that the driving speeds of the front and rear wheels are equal in magnitude and opposite in direction, thereby synthesizing a lateral driving force. However, the effectiveness of this scheme is highly dependent on ideal assumptions: it requires ensuring that the front and rear axle load ratio of the vehicle is precisely 50:50, and ignoring actual factors such as tire nonlinearity and road surface disturbances.

[0032] Only when all the above ideal conditions are met can the longitudinal resultant force and yaw moment of the vehicle be zero simultaneously, thus achieving pure lateral movement without longitudinal offset or yaw under the action of the lateral resultant force. The specific force balance equation is shown below.

[0033]

[0034]

[0035]

[0036] The three equations above represent, respectively, that the longitudinal resultant force is zero, the yaw moment is zero, and the lateral resultant force is greater than zero, together ensuring that the vehicle achieves pure lateral movement. To satisfy the above force balance equations, the front wheels of the vehicle can be controlled to deflect by a first angle in the lateral direction, outputting a first driving force to the front wheel on the side adjacent to the lateral direction and a second driving force to the opposite front wheel; and the rear wheels of the vehicle can be controlled to deflect by a first angle in the opposite direction of the lateral direction, outputting a third driving force to the rear wheel on the side adjacent to the lateral direction and a fourth driving force to the opposite rear wheel.

[0037] in, This is the distance from the vehicle's center of gravity to the front axle. This is the distance from the vehicle's center of gravity to the rear axle. The front and rear track width of the vehicle, such as Figure 1 As shown, the first driving force includes a first positive driving force. and first lateral driving force The second driving force includes a second positive driving force. Second lateral driving force The third driving force includes the first reverse driving force. and third lateral driving force The fourth driving force includes the second reverse driving torque. and fourth lateral driving force , This is the first turning point. Figure 1 The green arrow pointing to the right indicates the lateral movement direction, and v represents the vehicle's parallel lateral movement speed.

[0038] The aforementioned open-loop parallel lateral movement control scheme has been verified to have flaws in real-vehicle testing, leading to unpredictable random longitudinal displacement and yaw motion during lateral movement. The reason is: First, the premise of achieving parallel lateral movement through the above scheme is that the front and rear axle load ratio needs to be precisely controlled at 50:50, and the pure kinematic constraint assumption is too strict. Second, the load distribution on the actual vehicle is random and uneven. The strategy of equal wheel speed / equal turning angle will lead to lateral displacement and rotation. Uneven load will cause the tire lateral slip characteristics to be asymmetrical. Third, the simulation conditions do not match the ideal situation. The simulated road surface has uniform adhesion and does not take into account the road surface unevenness, which will also lead to offset and rotation. Fourth, the actuator synchronization accuracy is insufficient, making it difficult for the four motors to start simultaneously, resulting in errors in the rotation angle and introducing cumulative deviations during the startup phase.

[0039] The aforementioned problem stems from the inability of open-loop equivalent control strategies to handle the asymmetry and disturbances of real-world systems. To address this, related technologies employ closed-loop strategies, where the controller simultaneously controls eight independent degrees of freedom: the steering angles of four wheels and the driving forces of the other four. However, in planar motion, a vehicle only possesses three vehicle-level degrees of freedom: longitudinal, lateral, and yaw. This makes the system a typical strongly coupled overdrive system. Treating all eight actuator variables as independent objects that must be precisely controlled simultaneously violates the fundamental control principles of overdrive systems.

[0040] At the same time, instead of using the redundant actuator degrees of freedom to improve the system's fault tolerance and control flexibility, it treats all eight actuator variables (the speed and angle of the four wheels) as independent objects that must be controlled precisely at the same time.

[0041] Because of the strong mechanical coupling between these eight control variables, even a slight deviation in the steering angle or driving torque of any wheel will be converted into residual longitudinal force, lateral force, or yaw moment at the vehicle level through tire / ground interaction.

[0042] For example, a 0.1° deviation in steering angle of a single rear wheel can generate tens of Newton-meters of additional yaw moment, and a 1% torque output error in a single drive motor can disrupt the longitudinal force balance of the entire vehicle. These minute actuator errors are amplified step by step under force coupling, ultimately manifesting as significant yaw drift, longitudinal offset, or even yaw oscillation, severely affecting the accuracy and stability of lateral control. Simultaneously solving for the optimal control solution for eight strongly coupled variables places extremely stringent demands on the computational capabilities of the onboard controller.

[0043] Based on this, this embodiment provides a vehicle control method applied to a vehicle chassis with four-wheel independent drive and four-wheel independent steering. The drive torque or wheel speed of the four wheels of the vehicle is independently controllable, and the steering angle is independently adjustable, which can be executed by the vehicle controller. Figure 2 This is a flowchart of a vehicle control method provided in an exemplary embodiment of this disclosure, such as... Figure 2 As shown, the method may include the following steps: Step S201: In response to the lateral control command, control the vehicle wheels to move according to the initial wheel speed and the initial turning angle; the initial wheel speed is determined based on the target lateral speed and the initial turning angle.

[0044] In the parallel lateral movement scenario, the vehicle is translated along the Y-axis of the vehicle coordinate system, while its velocity along the X-axis and its angular velocity around the Z-axis are ideally zero. For example, in the scenario of moving a car laterally on a narrow road, the entire vehicle needs to be moved horizontally to the target position.

[0045] If the vehicle controller, such as the main motion actuator within the vehicle controller, detects an operation command to control the vehicle to produce horizontal displacement along a direction perpendicular to the X-axis of the vehicle coordinate system, or recognizes the aforementioned parallel lateral movement scenario and actively triggers a lateral movement control command, the lateral movement control command includes the desired lateral translation speed of the vehicle body, corresponding to the target lateral movement speed. After determining the initial steering angle of the wheels (corresponding to the initial turning angle) when the vehicle performs parallel lateral movement, the initial wheel speed is determined based on the initial turning angle and the target lateral movement speed. Then, all wheels are controlled to move according to the initial wheel speed and the initial turning angle to achieve initial lateral movement. Here, the Y-axis direction of the vehicle coordinate system is used to represent the direction perpendicular to the vehicle's heading, and the X-axis direction of the vehicle coordinate system is used to represent the direction the vehicle's heading is pointing.

[0046] Step S202: Obtain the vehicle lateral deviation, and determine the corrected wheel speed and corrected steering angle of the target wheel based on the vehicle lateral deviation; the target wheel is any one of the vehicle wheels.

[0047] After the vehicle has achieved initial lateral movement, the deviation between the actual longitudinal position of the vehicle body and the desired position, or the deviation between the actual heading angle of the vehicle body and the desired overall vehicle yaw angle, or both of the above deviations can be obtained. Based on the obtained deviations, the wheel speed correction value (corresponding to the corrected wheel speed) determined by the target wheel based on the vehicle lateral movement deviation is determined; and the wheel angle correction value (corresponding to the corrected steering angle) determined by the target wheel based on the vehicle lateral movement deviation is also determined.

[0048] Lateral movement deviation can be offset by adding a wheel speed correction value to the initial wheel speed. Similarly, a steering angle correction value can be added to the initial steering angle to offset lateral movement deviation. The vehicle heading / yaw angle characterizes the angle between the projection of the vehicle's longitudinal axis onto the horizontal plane and a reference direction, reflecting the vehicle's orientation.

[0049] In step S202, the actual motion state of the vehicle can be collected to determine the deviation between the actual lateral movement and the desired lateral movement. Based on the deviation, the required wheel speed correction value and steering angle correction amount for the target wheel are determined to form a closed-loop correction for vehicle control. Closed-loop correction is used to characterize feedback-based control methods, where the system continuously measures its actual output, compares it with the desired output, and uses the difference to generate a control signal to drive the actual output to approach the desired output.

[0050] Step S203: Control the target wheel to move according to the corrected wheel speed and corrected steering angle.

[0051] In step S203, the target wheel is decoupled from the main motion control of the four wheels and controlled independently, making it operate based on corrected wheel speed and corrected steering angle. By controlling the target wheel, the lateral motion state of the entire vehicle is adjusted, eliminating lateral deviation. In this disclosure, decoupling specifically refers to separating the control of the correction actuator (corresponding to the target wheel) from the cooperative control logic responsible for generating the main motion, and entrusting it to an independent controller specifically responsible for suppressing system deviations. In this disclosure, the correction actuator refers to the decoupled target wheel specifically used to execute closed-loop correction commands; it is both part of the vehicle and plays the role of an independent disturbance compensator in the control logic. The aforementioned vehicle controller may also include the correction actuator.

[0052] In this way, a closed-loop feedback is formed based on the vehicle's lateral deviation. The corrected wheel speed and corrected steering angle of the target wheel are determined for the vehicle's lateral deviation. The speed and steering angle control of the target wheel are decoupled from the open-loop reference and used as an independent closed-loop correction actuator. By actively adjusting the motion of the target wheel to offset external disturbances, the model dependence can be reduced and the robustness of vehicle control can be enhanced. At the same time, the coordinated control of the four wheels is decomposed into the generation of the main motion of the three wheels and the deviation correction of the target wheel. This reduces the control quantity and the requirements for the synchronization performance of each actuator, which can significantly reduce the complexity of the vehicle control algorithm. This solves the problem that parallel lateral movement technology in related technologies cannot achieve high-precision pure lateral movement under non-ideal conditions (such as uneven load, changes in road surface adhesion, differences in tire parameters, etc.) due to model mismatch and external disturbances causing vehicle lateral deviation.

[0053] In some optional implementations, S202, obtaining the vehicle lateral deviation, and determining the corrected wheel speed and corrected steering angle of the target wheel based on the vehicle lateral deviation, includes: Step A1: Obtain the vehicle's longitudinal displacement deviation and / or vehicle's heading angle deviation.

[0054] During vehicle lateral movement, a longitudinal displacement deviation, representing the difference between the actual and desired longitudinal displacement, may be obtained. This deviation corresponds to the longitudinal position offset of the vehicle body. A yaw angle deviation, representing the difference between the actual and desired yaw angle, may also be obtained. This deviation corresponds to the angle of deviation of the vehicle's longitudinal axis relative to the lateral movement direction. It is also possible to obtain both the longitudinal displacement deviation and the yaw angle deviation simultaneously.

[0055] Step A2: When the longitudinal displacement deviation of the vehicle is obtained, the wheel speed correction value is determined based on the longitudinal displacement deviation of the vehicle; the initial wheel speed and the wheel speed correction value are superimposed to obtain the corrected wheel speed of the target wheel.

[0056] In this step, if the vehicle's longitudinal displacement deviation is obtained, the wheel speed compensation amount can be calculated based on the longitudinal displacement deviation, corresponding to the wheel speed correction value. The wheel speed correction value is used to offset the vehicle's longitudinal displacement. The initial wheel speed is superimposed with the wheel speed correction value to generate the corrected wheel speed.

[0057] Step A3: When the vehicle heading angle deviation is obtained, the steering angle correction value is determined based on the vehicle heading angle deviation; the initial steering angle and the steering angle correction value are superimposed to obtain the corrected steering angle of the target wheel.

[0058] If the vehicle heading angle deviation is obtained, the wheel steering angle compensation can be calculated based on the vehicle heading angle deviation, corresponding to the steering angle correction value. The steering angle correction value is used to counteract vehicle body deflection. The initial steering angle is superimposed with the steering angle correction value to generate the corrected steering angle.

[0059] Step A4: If the longitudinal displacement deviation of the vehicle is not obtained, the initial wheel speed is determined as the corrected wheel speed of the target wheel.

[0060] In this step, if there is no longitudinal displacement deviation of the vehicle, the wheel speed is not adjusted, and the initial wheel speed is used directly as the correction wheel speed.

[0061] Step A5: If the vehicle heading angle deviation is not obtained, the initial steering angle is determined as the corrected steering angle of the target wheel.

[0062] In this step, if there is no vehicle heading angle deviation: do not adjust the steering angle, and directly use the initial steering angle as the correction angle.

[0063] In this way, by determining the correction amount of the target wheel based on at least one of the longitudinal displacement deviation and the vehicle heading angle deviation, at least one of the deviations of the vehicle's longitudinal velocity and yaw rate can be suppressed to a very small range, enabling pure parallel lateral movement of the vehicle. The correction target is clear and the control precision is high. At the same time, this solution has complete control dimensions. By adjusting the wheel speed of the target wheel, the longitudinal motion deflection can be decoupled and the heading deflection can be decoupled by adjusting the steering angle of the target wheel. This solves the technical problem of how to quantify the motion deviation during the vehicle's lateral movement and convert it into specific and executable control commands for the correction actuator (corresponding to the target wheel).

[0064] In some optional implementations, determining the wheel speed correction value based on the vehicle's longitudinal displacement deviation in step A2 includes: determining the wheel speed correction value based on the sum of the proportion of the vehicle's longitudinal displacement deviation, the integral of the vehicle's longitudinal displacement deviation, and the derivative of the vehicle's longitudinal displacement deviation.

[0065] In this embodiment, a proportional-integral-derivative (PID) control method is used to determine the wheel speed correction value corresponding to the vehicle's longitudinal displacement deviation. Specifically, the wheel speed correction value can be determined using the following formula:

[0066] in, This is the wheel speed correction value. The proportional gain for the vehicle's longitudinal displacement deviation is an adjustment amount that is directly proportional to the magnitude of the longitudinal displacement deviation. This refers to the longitudinal displacement deviation of the vehicle. The integral gain of the vehicle's longitudinal displacement deviation is the cumulative amount of the vehicle's longitudinal displacement deviation over time. The differential gain is the longitudinal displacement deviation of the vehicle, and is the rate of change of the longitudinal displacement deviation. This represents the proportion of the vehicle's longitudinal displacement deviation. This is the integral of the vehicle's longitudinal displacement deviation. This is the differential of the vehicle's longitudinal displacement deviation.

[0067] Thus, under non-ideal working conditions, the PID method is used to dynamically and adaptively adjust the wheel speed correction value according to the longitudinal displacement deviation of the vehicle. By adjusting the wheel speed of the target wheel, a longitudinal component force can be generated to counteract the longitudinal drift of the whole vehicle. It can continuously adapt to changing external disturbances and continuously suppress the longitudinal displacement deviation of the vehicle on complex road surfaces, thereby improving the trajectory accuracy and attitude stability of the vehicle's lateral movement. At the same time, the mature and efficient PID method is used, which has fast response and is easy to implement in engineering and calibrate parameters.

[0068] In some optional implementations, step A3, which determines the steering angle correction value based on the vehicle heading angle deviation, includes: determining the steering angle correction value based on the sum of the proportion of the vehicle heading angle deviation, the integral of the vehicle heading angle deviation, and the derivative of the vehicle heading angle deviation.

[0069] In this embodiment, the PID method is used to determine the steering angle correction value corresponding to the vehicle's heading angle deviation. Specifically, the steering angle correction value can be determined using the following formula:

[0070] in, This is the corner correction value. The proportional gain for the vehicle's heading angle deviation. This refers to the vehicle's heading angle deviation. The integral gain of the vehicle heading angle deviation. The differential gain of the vehicle's heading angle deviation. This is the proportion of the vehicle's heading angle deviation. The integral of the vehicle's heading angle deviation. This is the differential of the vehicle's heading angle deviation.

[0071] Thus, under non-ideal working conditions, the PID method is used to dynamically and adaptively adjust the steering angle correction value according to the vehicle's heading angle deviation. By adjusting the target wheel steering angle, the lateral force can be adjusted to correct the heading angle deviation. This method can continuously adapt to changing external disturbances and continuously suppress the vehicle's heading angle displacement deviation on complex road surfaces. At the same time, the mature and efficient PID method is used, which has a fast response and is easy to implement in engineering and calibrate parameters.

[0072] In some alternative implementations, step S201, in response to a lateral control command, controls the vehicle wheels to move according to an initial wheel speed and an initial turning angle, including: Step S2011: Determine the initial wheel speed based on the target lateral speed, the initial turning angle, and the correction coefficient; the initial turning angle is determined based on the maximum turning angle of the vehicle's rear wheels.

[0073] In this embodiment, after receiving the lateral movement control command, the physical limit of the steering angle that the vehicle's rear wheel steering actuator can reach is determined, corresponding to the maximum steering angle of the vehicle's rear wheels. An initial steering angle is then determined based on this maximum steering angle. The initial steering angle can have some adjustment space reserved based on the maximum steering angle of the vehicle's rear wheels. The correction factor is a slip ratio correction. The initial steering angle can be predetermined, for example, by selecting a certain percentage (e.g., 70% to 90%) of the maximum steering angle of the rear wheels. Then, combining the target lateral movement speed required by the business requirements, the predetermined initial steering angle, and the correction factor, the initial wheel speed is determined. This initial wheel speed is used as the reference control quantity for the vehicle's parallel lateral movement open-loop control, serving as the basic drive control during the vehicle's initial lateral movement phase.

[0074] In this way, the initial steering angle value is close to the hardware limit, avoiding steering commands from exceeding the limit and ensuring control safety and execution feasibility. At the same time, the fixed deviation of the compensation system is compensated by the correction coefficient, which improves the open-loop initial lateral movement accuracy. In addition, by reasonably limiting the initial steering angle and optimizing the initial wheel speed through the correction coefficient, the vehicle will not produce excessive initial trajectory error when moving laterally.

[0075] In some optional implementations, step S2011, determining the initial wheel speed based on the target lateral speed, initial turning angle, and correction coefficient, includes: Step B1: Determine the velocity component of the target lateral velocity in the direction of wheel travel, which is determined based on the initial turning angle.

[0076] In this step, the wheel's direction of travel is used to characterize the direction in which the wheel rolls forward, and is determined by the initial turning angle.

[0077] Step B2: Determine the initial wheel speed, which is determined by the product of the speed component and the correction coefficient.

[0078] In this embodiment, the target lateral velocity is the overall lateral translation vector of the vehicle body. This vector is projected onto the direction of wheel travel to obtain the velocity component along the wheel rolling direction. Then, a correction coefficient is introduced to compensate for system errors such as tire slippage and geometric assembly, and the initial wheel speed is calculated.

[0079] Specifically, the initial wheel speed can be determined using the following formula:

[0080] in, The initial wheel speed, The lateral velocity, This is the initial turning angle. This is a correction factor.

[0081] In this way, the velocity components are determined based on geometric relationships. By using correction coefficients to suppress the effects of factors such as tire slippage and geometric assembly, developers can independently verify the kinematic model and calibrate the correction coefficients, which can reduce the difficulty of algorithm adjustment.

[0082] In some optional implementations, step S203, controlling the vehicle wheels to move according to the initial wheel speed and initial turning angle, includes: Step S2031: Control the front wheels of the vehicle to move in the first direction according to the initial wheel speed and initial turning angle of the front wheels; the first direction is consistent with the lateral movement direction.

[0083] In this step, the lateral control command includes the lateral direction. For the vehicle's front wheels, an initial wheel speed and initial steering angle are assigned, controlling the front wheels to roll in the first direction, while the front wheels deflect the initial steering angle in the lateral direction. Step S2032: Control the rear wheels of the vehicle to move in the second direction according to the initial wheel speed and initial turning angle of the rear wheels; the second direction is opposite to the first direction.

[0084] In this step, an initial wheel speed and an initial turning angle are assigned to the rear wheels of the vehicle. The rear wheels are controlled to roll in the second direction, and the rear wheels deflect the initial turning angle in the opposite direction of the lateral movement. The turning angles of the front and rear wheels of the vehicle are equal in magnitude and opposite in direction, which allows the lateral resultant forces generated by the four wheels to be superimposed in the same direction, so that the vehicle moves laterally.

[0085] In this way, the lateral force generated by the front and rear wheels points in the same direction of lateral movement. For the same motor output power, a greater lateral translational force can be obtained, which can improve lateral movement efficiency.

[0086] In some alternative implementations, the target wheel is the rear wheel on the side adjacent to the lateral direction of movement.

[0087] In this embodiment, Figure 3 This is a schematic diagram of vehicle lateral movement control provided in an exemplary embodiment of this disclosure, such as... Figure 3 As shown, if the vehicle moves laterally to the right, the target wheel is the right rear wheel. Similarly, if the vehicle moves laterally to the left, the target wheel is the left rear wheel.

[0088] The vehicle's center of gravity typically lies between the front and rear axles, closer to the front axle, while the rear wheels are farther from the center of gravity, resulting in a longer lever arm. During lateral movement, fine adjustments to the rear wheel steering angle and speed generate a larger torsional moment around the center of gravity, providing a greater correction gain for yaw angle deviation than the front wheels.

[0089] In this way, by using the rear wheel on the side adjacent to the lateral movement direction as the target wheel, the rear wheel adjustment has a strong effect on suppressing the yaw angle deflection and is more efficient in correcting the vehicle's attitude; at the same time, the front wheels maintain a fixed turning angle, which can ensure the stability of the lateral movement main line and prevent it from veering off course.

[0090] Figure 4 This is a flowchart of another vehicle control method provided in an exemplary embodiment of this disclosure, such as... Figure 4 As shown, the method may include the following steps: Step S401: Obtain the target parallel lateral speed of the vehicle.

[0091] In step S402, the main motion actuator determines the initial wheel speed and initial turning angle of the four wheels based on the target parallel lateral movement speed. The aforementioned vehicle controller includes the main motion actuator.

[0092] Step S403: Obtain the actual yaw angle and longitudinal speed of the vehicle during the lateral movement process.

[0093] In step S404, the correction actuator outputs the wheel speed correction value and steering angle correction value of the target wheel based on the actual yaw angle and longitudinal vehicle speed. The aforementioned vehicle controller also includes the correction actuator.

[0094] In step S405, the initial wheel speed and the wheel speed correction value are superimposed to obtain the corrected wheel speed, and the initial steering angle and the steering angle correction value are superimposed to obtain the corrected steering angle. The target wheel is controlled based on the corrected wheel speed and the corrected steering angle, while the other wheels execute according to the instructions of the main motion actuator.

[0095] Specifically, when the vehicle moves laterally to the right, the left front wheel and left rear wheel output initial wheel speeds and initial steering angles according to open-loop settings, forming a differential lateral movement with the right front wheel, which corresponds to the target wheel. After obtaining at least one of the vehicle's longitudinal displacement deviation and yaw angle deviation, the corrected steering angle and corrected wheel speed of the right rear wheel are determined. Based on the corrected steering angle and corrected wheel speed, the motion state of the right rear wheel is adjusted in real time to generate a longitudinal component force to counteract the vehicle's longitudinal drift. At the same time, the lateral force is adjusted to correct the yaw angle deviation. Through repeated adjustments, the vehicle's longitudinal offset and yaw are corrected.

[0096] In this way, by decoupling the speed and angle control of the target wheel and using it as a closed-loop correction actuator, the longitudinal offset and heading angle deviation during the lateral movement can be offset in real time. This can solve the problem of longitudinal displacement offset and heading angle deviation in horizontal lateral movement under non-ideal working conditions in related technologies, and improve the accuracy, stability and environmental adaptability of parallel lateral movement.

[0097] In some alternative implementations, after controlling the vehicle wheels to move according to the initial wheel speed and initial turning angle, step S203 further includes: locking the deflection angles of the wheels other than the target wheel.

[0098] In this embodiment, all wheels move according to the initial wheel speed and initial turning angle to establish the vehicle's parallel lateral movement state; after the vehicle's parallel lateral movement state is established, the deflection angles of all wheels except the target wheel are locked; only the target wheel is allowed to independently adjust its turning angle and wheel speed to compensate for longitudinal displacement deviation and heading angle deviation; the turning angles of the other wheels are fixed and no longer participate in angle adjustment.

[0099] In this way, by locking the turning angles of all wheels except the target wheel, only the turning angle and wheel speed of the target wheel are adjustable in the closed-loop adjustment. The number of variables is greatly reduced, which can avoid the mutual cancellation and superposition of disturbances of multiple actuator actions and suppress the back-and-forth oscillation of the vehicle body posture during the lateral movement process.

[0100] This disclosure also provides a vehicle control device for implementing the above embodiments and preferred embodiments, which will not be repeated hereafter. As used below, the term "module" can refer to a combination of software and / or hardware that performs a predetermined function. Although the device described in the following embodiments is preferably implemented in software, hardware implementation, or a combination of software and hardware, is also possible and contemplated.

[0101] This disclosure also provides a vehicle control device. Figure 5 This is a schematic diagram of the constituent modules of a vehicle control device provided in an exemplary embodiment of this disclosure, such as... Figure 5As shown, it includes: a response module 501, used to respond to a lateral control command and control the vehicle wheels to move according to an initial wheel speed and an initial turning angle; the initial wheel speed is determined based on the target lateral speed and the initial turning angle; an acquisition module 502, used to acquire the vehicle lateral deviation and determine the corrected wheel speed and corrected turning angle of the target wheel based on the vehicle lateral deviation; the target wheel is any one of the vehicle wheels; and a control module 503, used to control the target wheel to move according to the corrected wheel speed and the corrected turning angle.

[0102] In some optional implementations, the acquisition module 502 includes: an acquisition module first unit, configured to acquire vehicle longitudinal displacement deviation and / or vehicle heading angle deviation; when vehicle longitudinal displacement deviation is acquired, determine wheel speed correction value based on vehicle longitudinal displacement deviation; superimpose the initial wheel speed and the wheel speed correction value to obtain the corrected wheel speed of the target wheel; when vehicle heading angle deviation is acquired, determine steering angle correction value based on vehicle heading angle deviation; superimpose the initial steering angle and the steering angle correction value to obtain the corrected steering angle of the target wheel; when vehicle longitudinal displacement deviation is not acquired, determine the initial wheel speed as the corrected wheel speed of the target wheel; when vehicle heading angle deviation is not acquired, determine the initial steering angle as the corrected steering angle of the target wheel.

[0103] In some optional implementations, the first unit of the acquisition module includes a first subunit of the first unit of the acquisition module, which is used to determine the wheel speed correction value based on the sum of the proportion of the vehicle longitudinal displacement deviation, the integral of the vehicle longitudinal displacement deviation, and the derivative of the vehicle longitudinal displacement deviation.

[0104] In some optional implementations, the first unit of the acquisition module further includes a second subunit of the first unit of the acquisition module, which is used to determine the steering angle correction value based on the sum of the ratio of the vehicle heading angle deviation, the integral of the vehicle heading angle deviation, and the derivative of the vehicle heading angle deviation.

[0105] In some optional embodiments, the aforementioned vehicle control device further includes: an initial wheel speed determination module, used to determine the initial wheel speed based on the target lateral speed, the initial turning angle, and a correction coefficient; the initial turning angle is determined based on the maximum turning angle of the vehicle's rear wheels.

[0106] In some optional implementations, the initial wheel speed determination module includes: an initial wheel speed determination module first unit, used to determine the velocity component of the target lateral velocity in the wheel travel direction, the wheel travel direction being determined based on the initial turning angle; and to determine the initial wheel speed, the initial wheel speed being determined based on the product of the velocity component and a correction coefficient.

[0107] In some optional implementations, the response module 501 includes: a first response module unit, configured to control the front wheels of the vehicle to move in a first direction according to the initial wheel speed and initial turning angle corresponding to the front wheels of the vehicle; the first direction is consistent with the lateral movement direction; and to control the rear wheels of the vehicle to move in a second direction according to the initial wheel speed and initial turning angle corresponding to the rear wheels of the vehicle; the second direction is opposite to the first direction.

[0108] In some alternative embodiments, the aforementioned vehicle control device further includes a determination module for determining the target wheel as the rear wheel on the side adjacent to the lateral direction of movement.

[0109] In some alternative implementations, the aforementioned vehicle control device further includes a locking module for locking the deflection angles of wheels other than the target wheel.

[0110] Regarding the apparatus in the above embodiments, the specific manner in which each module performs its operation has been described in detail in the embodiments related to the method, and will not be elaborated upon here.

[0111] Figure 6 This is a block diagram illustrating an electronic device 600 according to an exemplary embodiment. For example... Figure 6 As shown, the electronic device 600 may include a processor 601 and a memory 602. The electronic device 600 may also include one or more of a multimedia component 603, an input / output (I / O) interface 604, and a communication component 605.

[0112] The processor 601 controls the overall operation of the electronic device 600 to complete all or part of the steps in the vehicle control method described above. The memory 602 stores various types of data to support the operation of the electronic device 600. This data may include, for example, instructions for any application or method operating on the electronic device 600, and application-related data such as contact data, sent and received messages, pictures, audio, video, etc. The memory 602 can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as Static Random Access Memory (SRAM), Electrically Erasable Programmable Read-Only Memory (EEPROM), Erasable Programmable Read-Only Memory (EPROM), Programmable Read-Only Memory (PROM), Read-Only Memory (ROM), magnetic storage, flash memory, magnetic disk, or optical disk. The multimedia component 603 may include a screen and audio components. The screen may be, for example, a touchscreen, and the audio component is used to output and / or input audio signals. For example, the audio component may include a microphone for receiving external audio signals. The received audio signals may be further stored in memory 602 or transmitted via communication component 605. The audio component also includes at least one speaker for outputting audio signals. I / O interface 604 provides an interface between processor 601 and other interface modules, such as a keyboard, mouse, buttons, etc. These buttons may be virtual or physical buttons. Communication component 605 is used for wired or wireless communication between the electronic device 600 and other devices. Wireless communication may include Wi-Fi, Bluetooth, Near Field Communication (NFC), 2G, 3G, or 4G, or a combination thereof; therefore, the corresponding communication component 605 may include a Wi-Fi module, a Bluetooth module, or an NFC module.

[0113] In an exemplary embodiment, the electronic device 600 may be implemented by one or more application-specific integrated circuits (ASICs), digital signal processors (DSPs), digital signal processing devices (DSPDs), programmable logic devices (PLDs), field-programmable gate arrays (FPGAs), controllers, microcontrollers, microprocessors, or other electronic components to perform the vehicle control method described above.

[0114] In another exemplary embodiment, a computer-readable storage medium including program instructions is also provided, which, when executed by a processor, implement the steps of the vehicle control method described above. For example, the computer-readable storage medium may be the memory 602 including program instructions, which may be executed by the processor 601 of the electronic device 600 to complete the vehicle control method described above.

[0115] In another exemplary embodiment, a computer program product is also provided, which includes a computer program executable by a processor, which, when executed by the processor, implements the steps of the vehicle control method described above.

[0116] In another exemplary embodiment, a vehicle is also provided, including the aforementioned electronic equipment.

[0117] The preferred embodiments of this disclosure have been described in detail above with reference to the accompanying drawings. However, this disclosure is not limited to the specific details of the above embodiments. Within the scope of the technical concept of this disclosure, various simple modifications can be made to the technical solutions of this disclosure, and these simple modifications all fall within the protection scope of this disclosure.

[0118] It should also be noted that the various specific technical features described in the above embodiments can be combined in any suitable manner without contradiction. To avoid unnecessary repetition, this disclosure will not describe the various possible combinations separately.

[0119] Furthermore, various different embodiments of this disclosure can be combined in any way, as long as they do not violate the spirit of this disclosure, they should also be regarded as the content disclosed in this disclosure.

Claims

1. A vehicle control method, characterized in that, include: In response to a lateral movement control command, the vehicle wheels are controlled to move according to an initial wheel speed and an initial turning angle; the initial wheel speed is determined based on the target lateral movement speed and the initial turning angle. The vehicle lateral deviation is obtained, and the corrected wheel speed and corrected steering angle of the target wheel are determined based on the vehicle lateral deviation. The target wheel is any one of the vehicle wheels; The target wheel is controlled to move according to the corrected wheel speed and the corrected steering angle.

2. The vehicle control method according to claim 1, characterized in that, The process of acquiring the vehicle lateral deviation and determining the corrected wheel speed and corrected steering angle of the target wheel based on the vehicle lateral deviation includes: Obtain the vehicle's longitudinal displacement deviation and / or vehicle's heading angle deviation; Once the longitudinal displacement deviation of the vehicle is obtained, a wheel speed correction value is determined based on the longitudinal displacement deviation of the vehicle; the initial wheel speed is superimposed with the wheel speed correction value to obtain the corrected wheel speed of the target wheel; Once the vehicle heading angle deviation is obtained, a steering angle correction value is determined based on the vehicle heading angle deviation; the initial steering angle is then superimposed with the steering angle correction value to obtain the corrected steering angle of the target wheel. If the longitudinal displacement deviation of the vehicle is not obtained, the initial wheel speed is determined as the corrected wheel speed of the target wheel; If the vehicle heading angle deviation is not obtained, the initial steering angle is determined as the corrected steering angle of the target wheel.

3. The vehicle control method according to claim 2, characterized in that, The determination of wheel speed correction values ​​based on the vehicle's longitudinal displacement deviation includes: The wheel speed correction value is determined based on the sum of the proportion of the vehicle's longitudinal displacement deviation, the integral of the vehicle's longitudinal displacement deviation, and the derivative of the vehicle's longitudinal displacement deviation.

4. The vehicle control method according to claim 2, characterized in that, The determination of the steering angle correction value based on the vehicle's heading angle deviation includes: The steering angle correction value is determined based on the sum of the proportion of the vehicle heading angle deviation, the integral of the vehicle heading angle deviation, and the derivative of the vehicle heading angle deviation.

5. The vehicle control method according to claim 1, characterized in that, The method further includes: The initial wheel speed is determined based on the target lateral speed, the initial turning angle, and the correction factor; the initial turning angle is determined based on the maximum turning angle of the vehicle's rear wheels.

6. The vehicle control method according to claim 5, characterized in that, The step of determining the initial wheel speed based on the target lateral speed, the initial turning angle, and the correction coefficient includes: Determine the velocity component of the target lateral velocity in the wheel travel direction, wherein the wheel travel direction is determined based on the initial turning angle; The initial wheel speed is determined based on the product of the speed component and the correction coefficient.

7. The vehicle control method according to claim 1, characterized in that, The control of the vehicle wheels to move according to the initial wheel speed and initial turning angle includes: The vehicle's front wheels are controlled to move in a first direction according to the initial wheel speed and initial turning angle corresponding to the front wheels; the first direction is consistent with the lateral movement direction; The vehicle's rear wheels are controlled to move in a second direction according to the initial wheel speed and initial turning angle corresponding to the rear wheels; the second direction is opposite to the first direction.

8. The vehicle control method according to any one of claims 1-7, characterized in that, The target wheel is the rear wheel on the side adjacent to the lateral movement direction.

9. The vehicle control method according to any one of claims 1-7, characterized in that, After controlling the vehicle wheels to move according to the initial wheel speed and initial turning angle, the method further includes: Lock the deflection angles of all wheels except the target wheel.

10. An electronic device, characterized in that, include: A memory on which computer programs are stored; A processor for executing the computer program in the memory to implement the method steps of any one of claims 1-17.

11. A computer-readable storage medium having a computer program stored thereon, characterized in that, When executed by a processor, the computer program implements the steps of the method according to any one of claims 1-9.

12. A computer program product, characterized in that, Includes a computer program that, when executed by a processor, implements the steps of the method according to any one of claims 1-9.

13. A vehicle, characterized in that, Including the electronic device as described in claim 10.

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