A control method, apparatus and vehicle

Abstract

A control method, device and vehicle are disclosed. The control method comprises: obtaining a yaw angle of the vehicle when the vehicle is in crab state (S410); obtaining a steering wheel angle rate and a vehicle speed of the vehicle at a first time when the yaw angle is greater than or equal to a preset angle (S420); determining a first compensation torque of the vehicle at a second time according to the steering wheel angle rate and the vehicle speed, the second time being after the first time (S430); and controlling the vehicle to travel according to the first compensation torque (S440). The control method estimates a compensation torque according to the steering wheel angle rate and the vehicle speed when the vehicle generates a yaw, and corrects a yaw deviation of the vehicle caused by a difference between front and rear wheel angles by applying the compensation torque to the rear wheel, so that the vehicle always maintains crab state and travels.

Description

A control method, device and vehicle Technical Field

[0001] This application relates to the automotive field, and more specifically, to a control method, apparatus, and vehicle. Background Technology

[0002] As vehicles increasingly focus on performance optimization and feature development, the use of rear-wheel steering is becoming more prevalent. Adding rear-wheel steering allows vehicles to achieve smaller turning radii and also provides other driving modes such as crabbing.

[0003] When the front and rear wheels of a vehicle turn in the same direction and with the same yaw angle, it is in a crabbing state. As vehicles have evolved, the rear wheel steering angle has become increasingly larger, leading to a correspondingly larger front wheel steering angle during crabbing. However, the response speed of the rear wheel steering motor is limited and lags behind that of the front wheel steering motor. When the driver quickly turns the steering wheel, the front wheels steer rapidly, while the rear wheels respond more slowly. The vehicle may then prompt the driver to gently turn the steering wheel, resulting in a poor driving experience. Therefore, improving the user experience of a vehicle in crabbing mode is a pressing issue. Summary of the Invention

[0004] This application provides a control method, device, and vehicle that estimates a compensation torque when yaw occurs during the vehicle's crab-like driving state. By applying this compensation torque to the rear wheels, the yaw deviation caused by the inconsistent steering angles of the front and rear wheels is corrected, thereby enabling the vehicle to maintain its crab-like driving state and improving the user experience.

[0005] In a first aspect, a control method is provided, the method comprising: when the vehicle is in a crabging state, acquiring the yaw angle of the vehicle; when the yaw angle is greater than or equal to a preset angle, acquiring the steering wheel angle rate and vehicle speed at a first moment; determining a first compensation torque of the vehicle at a second moment based on the steering wheel angle rate and vehicle speed, the second moment being after the first moment; and controlling the vehicle to move based on the first compensation torque.

[0006] When a vehicle is in a crabbing state, if the front wheel angle and the rear wheel angle are inconsistent, the vehicle will rotate around its vertical axis, causing yaw and making it impossible to maintain the crabbing state. Based on the above technical solution, when the vehicle yaws, the expected torque to be applied at a future moment can be determined based on the steering wheel angle rate and vehicle speed. By applying additional torque to the rear wheels, the yaw deviation caused by the inconsistent steering angles of the front and rear wheels is gradually corrected as the vehicle continues to travel, thus enabling the vehicle to maintain a crabbing state and improving the user experience.

[0007] Secondly, a control method is provided, which includes: when the vehicle is in a crabging state, acquiring the steering wheel angle rate of the vehicle; when the steering wheel angle rate is greater than or equal to a preset angle rate, acquiring the vehicle speed at a first moment; determining a first compensation torque of the vehicle at a second moment based on the steering wheel angle rate and the vehicle speed, wherein the second moment is after the first moment; and controlling the vehicle to drive based on the first compensation torque.

[0008] In one scenario, when the driver quickly turns the steering wheel, the front wheels respond rapidly and complete the steering, while the rear wheels respond slowly, resulting in inconsistent steering angles between the front and rear wheels and causing yaw. Based on the above technical solution, the vehicle can maintain a crab-like driving state at any steering wheel speed, reducing the difficulty of steering for the driver and thus improving the user experience.

[0009] In conjunction with the first or second aspect, in some implementations of the first or second aspect, the method further includes: obtaining a first steering wheel angle of the vehicle at a first moment; determining a first compensation torque of the vehicle at a second moment based on the steering wheel angle rate and the vehicle speed, including: determining a second steering wheel angle of the vehicle at the second moment based on the steering wheel angle rate and the first steering wheel angle; and determining the first compensation torque based on the second steering wheel angle and the vehicle speed.

[0010] Based on the above technical solution, the second steering wheel angle at the second moment can be estimated by combining the first steering wheel angle and the steering wheel angle rate. The driving state of the vehicle at the second moment can be predicted based on the second steering wheel angle and the vehicle speed, which is helpful in determining the compensation torque at the second moment.

[0011] In conjunction with the first or second aspect, in some implementations of the first or second aspect, the first compensation torque includes the left rear wheel compensation torque and the right rear wheel compensation torque. Determining the first compensation torque based on the steering wheel angular rate and vehicle speed includes: determining the total rear wheel compensation torque based on the steering wheel angular rate and vehicle speed; and determining the left rear wheel compensation torque and the right rear wheel compensation torque based on the total rear wheel compensation torque and a preset rear wheel torque ratio.

[0012] For example, the relationship between steering wheel angle rate, vehicle speed, and total rear wheel compensation torque can be calibrated in advance for different vehicle models and driving modes. Optionally, the rear wheel torque ratio can be 1:1.

[0013] Based on the above technical solution, the vehicle's driving state can be predicted by the current steering wheel angle rate and vehicle speed, and the total rear wheel compensation torque at the next moment can be quickly determined. Then, the left rear wheel compensation torque and right rear wheel compensation torque can be calculated according to the preset rear wheel torque ratio, which is conducive to quickly adjusting the yaw deviation and keeping the vehicle in a crab-like driving state.

[0014] In conjunction with the first or second aspect, in some implementations of the first or second aspect, determining the first compensation torque of the vehicle at a second moment based on the steering wheel angular rate and vehicle speed includes: determining the second compensation torque based on the steering wheel angular rate and vehicle speed; and determining the first compensation torque based on the second compensation torque and preset parameters, wherein the preset parameters include the target yaw angle and / or the target yaw rate.

[0015] For example, the target yaw angle can be 0°, and the target yaw angular velocity can be 0 rad / s.

[0016] For example, when controlling the vehicle's movement based on the second compensation torque, there may still be a difference between the vehicle's yaw angle and the target yaw angle. In this case, the second compensation torque can be continuously adjusted based on the difference between the vehicle's yaw angle and the target yaw angle until the vehicle can finally achieve a normal crabging state when adjusted to the first compensation torque. As another example, if the vehicle's yaw angle is 0° at a certain moment, but the yaw rate exceeds 0 rad / s, it indicates that the vehicle's yaw angle may still exceed 0° at the next moment. Therefore, the second compensation torque can be adjusted based on the difference between the vehicle's yaw rate at that moment and the target yaw rate until the vehicle can finally achieve a normal crabging state when adjusted to the first compensation torque.

[0017] Based on the above technical solution, the compensation torque can be dynamically adjusted according to the preset target yaw angle and / or target yaw rate, combined with the yaw angle or yaw rate during vehicle driving, so that the vehicle's yaw angle gradually approaches the target yaw angle or the vehicle's yaw rate gradually approaches the target yaw rate, thereby helping the vehicle maintain a crab-like driving state.

[0018] In conjunction with the first or second aspect, in some implementations of the first or second aspect, the method further includes: determining a target wheel speed based on the vehicle speed; obtaining the wheel speed of the vehicle; determining a first compensation torque of the vehicle at a second moment based on the steering wheel angular rate and the vehicle speed, including: determining a third compensation torque based on the steering wheel angular rate and the vehicle speed; and determining the first compensation torque based on the third compensation torque, the target wheel speed, and the difference between the wheel speeds.

[0019] In some scenarios, such as when a vehicle travels over speed bumps or lane markings, some wheels may slip relative to the ground, causing a mismatch between the wheel speed of some wheels and the vehicle speed. Based on the above technical solution, the compensation torque can be dynamically adjusted according to the wheel speed of the vehicle when slippage occurs and the target wheel speed corresponding to the vehicle speed. This allows the actual wheel speed of the vehicle to gradually approach the target wheel speed, improving the accuracy of the compensation torque calculation and enabling the vehicle to maintain a crab-like driving state.

[0020] In conjunction with the first or second aspect, in some implementations of the first or second aspect, the method further includes: obtaining road surface adhesion information of the vehicle's location; determining a first compensation torque of the vehicle at a second moment based on the steering wheel angular rate and vehicle speed, including: determining the first compensation torque based on the road surface adhesion information, the steering wheel angular rate, and the vehicle speed.

[0021] For example, when the road surface is relatively smooth, the friction between the road surface and the wheels is small, so the torque can be appropriately increased. Based on the above technical solution, different compensation torques can be determined according to different road surface materials, thereby enabling further control of vehicle movement based on the compensation torque. This improves the accuracy of compensation torque calculation and helps the vehicle maintain a crab-like driving state.

[0022] In conjunction with the first or second aspect, in some implementations of the first or second aspect, controlling vehicle movement based on a first compensation torque includes: controlling the vehicle's motor to output a first compensation torque based on the steering wheel angular rate.

[0023] Based on the above technical solution, the vehicle's motor can be controlled to output torque at different speeds according to different steering wheel angle rates, which helps improve the user experience. For example, when the steering wheel angle rate is large, the motor can be controlled to output torque faster, quickly reducing the vehicle's yaw angle and helping the vehicle maintain a crab-like driving state; when the steering wheel angle rate is small, the motor can be controlled to output torque at a slower speed, which helps maintain the stability of the vehicle during driving.

[0024] In conjunction with the first or second aspect, in some implementations of the first or second aspect, controlling the motor output of the vehicle to output a first compensation torque based on the steering wheel angular rate includes: controlling the motor output of the first compensation torque based on a first filtering coefficient when the steering wheel angular rate is greater than or equal to an angular rate threshold; or, controlling the motor output of the first compensation torque based on a second filtering coefficient when the steering wheel angular rate is less than the angular rate threshold; wherein the first filtering coefficient is greater than the second filtering coefficient.

[0025] For example, a smoothing filter technology can be used to control the motor to output torque at a preset speed or time, so that the torque changes smoothly and improves driving comfort.

[0026] Based on the above technical solution, different filtering coefficients can be determined according to different steering wheel turning rates. Then, the motor output torque of the vehicle can be controlled according to the filtering coefficient, which helps to improve the user experience. For example, when the steering wheel turning rate is large, a larger filtering coefficient can be selected, and the motor responds quickly to output torque, which helps the vehicle maintain a crab-like driving state; when the steering wheel turning rate is small, a smaller filtering coefficient can be selected to avoid shocks and help maintain the stability of the vehicle during driving.

[0027] Thirdly, a control device is provided, comprising: an acquisition unit for acquiring the yaw angle of the vehicle when the vehicle is in a crabbing state; and acquiring the steering wheel angular rate and vehicle speed of the vehicle at a first moment when the yaw angle is greater than or equal to a preset angle; a determination unit for determining a first compensation torque of the vehicle at a second moment based on the steering wheel angular rate and vehicle speed, wherein the second moment is after the first moment; and a control unit for controlling the vehicle to drive based on the first compensation torque.

[0028] In conjunction with the third aspect, in some implementations of the third aspect, the acquisition unit is further used to acquire the first steering wheel angle of the vehicle at a first moment; the determination unit is specifically used to: determine the second steering wheel angle of the vehicle at a second moment based on the steering wheel angle rate and the first steering wheel angle; and determine the first compensation torque based on the second steering wheel angle and the vehicle speed.

[0029] In conjunction with the third aspect, in some implementations of the third aspect, the first compensation torque includes the left rear wheel compensation torque and the right rear wheel compensation torque. The determining unit is specifically used to: determine the total rear wheel compensation torque based on the steering wheel angle rate and vehicle speed; and determine the left rear wheel compensation torque and the right rear wheel compensation torque based on the total rear wheel compensation torque and the preset rear wheel torque ratio.

[0030] In conjunction with the third aspect, in some implementations of the third aspect, the determining unit is specifically used for: determining the second compensation torque based on the steering wheel angular rate and vehicle speed; and determining the first compensation torque based on the second compensation torque and preset parameters, wherein the preset parameters include the target yaw angle and / or the target yaw rate.

[0031] In conjunction with the third aspect, in some implementations of the third aspect, the determining unit is also used to determine the target wheel speed based on the vehicle speed; the acquiring unit is also used to acquire the wheel speed of the vehicle; the determining unit is specifically used to: determine the third compensation torque based on the steering wheel angular rate and the vehicle speed; and determine the first compensation torque based on the third compensation torque, the target wheel speed, and the difference between the wheel speeds.

[0032] In conjunction with the third aspect, in some implementations of the third aspect, the acquisition unit is also used to acquire road surface adhesion information of the vehicle's location; the determination unit is specifically used to: determine the first compensation torque based on the road surface adhesion information, the steering wheel angular rate, and the vehicle speed.

[0033] In conjunction with the third aspect, in some implementations of the third aspect, the control unit is specifically used to: control the vehicle's motor to output a first compensating torque based on the steering wheel angular rate.

[0034] In conjunction with the third aspect, in some implementations of the third aspect, the control unit is specifically used to: control the motor to output a first compensation torque according to a first filtering coefficient when the steering wheel angular rate is greater than or equal to the angular rate threshold; or, control the motor to output a first compensation torque according to a second filtering coefficient when the steering wheel angular rate is less than the angular rate threshold; wherein the first filtering coefficient is greater than the second filtering coefficient.

[0035] Fourthly, a control device is provided, comprising: a memory for storing a computer program; and a processor for executing the computer program stored in the memory, such that the device performs a method corresponding to any implementation of the first or second aspect above.

[0036] Fifthly, a vehicle is provided, including a control device corresponding to any of the implementations of the third or fourth aspects above.

[0037] Sixthly, a computer-readable storage medium is provided having a computer program stored thereon, which, when executed by a computer, enables the implementation of a method corresponding to any of the implementations of the first or second aspect above.

[0038] In a seventh aspect, a computer program product is provided, the computer program product including computer program code, which, when run on a computer, causes the computer to implement the method corresponding to any of the implementation methods of the first or second aspect above.

[0039] Eighthly, a chip is provided, comprising: a circuit for performing a method corresponding to any implementation of the first or second aspect above. Attached Figure Description

[0040] Figure 1 is a functional block diagram of a vehicle 100 provided in an embodiment of this application.

[0041] Figure 2 is a schematic diagram of wheel steering during vehicle operation according to an embodiment of this application.

[0042] Figure 3 is a schematic diagram of a system architecture according to an embodiment of this application.

[0043] Figure 4 is a schematic flowchart of the control method 400 provided in an embodiment of this application.

[0044] Figure 5 is a schematic flowchart of the control method 500 provided in an embodiment of this application.

[0045] Figure 6 is a schematic diagram of a set of graphical user interfaces (GUIs) according to an embodiment of this application.

[0046] Figure 7 is a schematic flowchart of a torque compensation triggering process according to an embodiment of this application.

[0047] Figure 8 illustrates a method for calculating compensation torque according to an embodiment of this application.

[0048] Figure 9 illustrates a method 900 for calculating compensation torque according to an embodiment of this application.

[0049] Figure 10 is a schematic diagram of the distribution of vehicle motors according to an embodiment of this application.

[0050] Figure 11 is a schematic diagram of a GUI display interface according to an embodiment of this application.

[0051] Figure 12 is a schematic block diagram of a control device 1200 provided in an embodiment of this application. Detailed Implementation

[0052] In the embodiments of this application, the words "exemplary," "for example," etc., are used to indicate that they are examples, illustrations, or descriptions. Any embodiment or design that is described as "exemplary" in this application should not be construed as being more preferred or advantageous than other embodiments or design options. Specifically, the use of the term "exemplary" is intended to present the concept in a concrete manner.

[0053] The business scenarios described in the embodiments of this application are for the purpose of more clearly illustrating the technical solutions of the embodiments of this application, and do not constitute a limitation on the technical solutions provided in the embodiments of this application. As those skilled in the art will know, with the emergence of new business scenarios, the technical solutions provided in the embodiments of this application are also applicable to similar technical problems.

[0054] References to "one embodiment" or "some embodiments" as described in this specification mean that one or more embodiments of this application include a specific feature, structure, or characteristic described in connection with that embodiment. Therefore, the phrases "in one embodiment," "in some embodiments," "in other embodiments," "in still other embodiments," etc., appearing in different parts of this specification do not necessarily refer to the same embodiment, but rather mean "one or more, but not all, embodiments," unless otherwise specifically emphasized. The terms "comprising," "including," "having," and variations thereof mean "including but not limited to," unless otherwise specifically emphasized.

[0055] The use of prefixes such as "first" and "second" in this application embodiment is solely for distinguishing different descriptive objects and does not limit the position, order, priority, quantity, or content of the described objects. The use of ordinal numbers and other prefixes to distinguish descriptive objects in this application embodiment does not constitute a limitation on the described objects. The description of the described objects is found in the claims or the context of the embodiments, and the use of such prefixes should not constitute unnecessary restrictions.

[0056] In this application, "at least one" means one or more, and "more than one" means two or more. "And / or" describes the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can mean: A alone, A and B simultaneously, and B alone, where A and B can be singular or plural. The character " / " generally indicates that the preceding and following related objects are in an "or" relationship. "At least one of the following" or similar expressions refer to any combination of these items, including any combination of single or plural items. For example, at least one of a, b, or c can mean: a, b, c, ab, ac, bc, or abc, where a, b, and c can be single or multiple.

[0057] The technical solutions in this application will now be described with reference to the accompanying drawings.

[0058] Figure 1 is a functional block diagram of a vehicle 100 provided in an embodiment of this application. The vehicle 100 may include a sensing system 110, a computing platform 120, and a display device 130. The sensing system 110 may include one or more sensors for sensing information about the environment surrounding the vehicle 100. For example, the sensing system 110 may include a positioning system, which may be a Global Positioning System (GPS), a BeiDou Navigation Satellite System, or another positioning system. As another example, the sensing system 110 may include one or more of the following: an inertial measurement unit (IMU), an accelerometer, a lidar, a millimeter-wave radar, an ultrasonic radar, and a camera device.

[0059] Some or all of the functions of vehicle 100 can be controlled by computing platform 120. Computing platform 120 may include one or more processors, such as processors 121 to 12n (n being a positive integer). A processor is a circuit with signal processing capabilities. In one implementation, the processor can be a circuit with instruction read and execute capabilities, such as a central processing unit (CPU), microprocessor, graphics processing unit (GPU) (which can be understood as a type of microprocessor), or digital signal processor (DSP). In another implementation, the processor can implement certain functions through the logical relationships of hardware circuits. These logical relationships are fixed or reconfigurable. For example, the processor may be a hardware circuit implemented using an application-specific integrated circuit (ASIC) or a programmable logic device (PLD), such as a field-programmable gate array (FPGA). In reconfigurable hardware circuits, the process of the processor loading a configuration document and configuring the hardware circuit can be understood as the process of the processor loading instructions to implement some or all of the functions of the aforementioned units. Furthermore, the processor can also be a hardware circuit designed for artificial intelligence, which can be understood as an ASIC, such as a neural network processing unit (NPU), tensor processing unit (TPU), deep learning processing unit (DPU), etc. In addition, the computing platform 120 may also include a memory for storing instructions. Some or all of the processors 121 to 12n can call the instructions in the memory to implement the corresponding functions.

[0060] The in-cabin display devices 130 are mainly divided into two categories: the first is the in-vehicle display screen; the second is the projection display screen, such as the head-up display (HUD). An in-vehicle display screen is a physical display screen and an important component of the in-vehicle infotainment system. Multiple displays can be installed in the cabin, such as the digital instrument cluster display, the central control screen, the display screen in front of the front passenger (also known as the front-seat passenger), the display screen in front of the left rear passenger, the display screen in front of the right rear passenger, and even the car window can be used as a display screen. A head-up display, also known as a head-up display system, is mainly used to display driving information such as speed and navigation on a display device in front of the driver (such as the windshield). This reduces the driver's eye-shift time, avoids pupil changes caused by eye-shifting, and improves driving safety and comfort. Examples of HUDs include combiner-HUD (C-HUD) systems, windshield-HUD (W-HUD) systems, and augmented reality HUD (AR-HUD) systems. It should be understood that HUDs can also evolve into other types of systems as technology progresses, and this application does not limit them.

[0061] The above description of the display device 130 uses an in-vehicle display screen and a projection display screen as examples, but the embodiments of this application are not limited thereto. For example, the display device 130 can also be a light display screen or a projection screen.

[0062] Optionally, the structure of the vehicle 100 described above is merely illustrative. In actual applications, various components of the vehicle 100 may be added or removed as needed.

[0063] Vehicle 100 may include an intelligent driving system, which may include an advanced driving assistant system (ADAS) and an autonomous driving system (ADS). The intelligent driving system uses various sensors on the vehicle (including but not limited to: lidar, millimeter-wave radar, camera devices, ultrasonic sensors, global positioning system, inertial measurement unit) to acquire information from the vehicle's surroundings, and analyzes and processes the acquired information to achieve functions such as obstacle perception, target recognition, vehicle positioning, path planning, and driver monitoring / alerts, thereby improving the safety, automation, and comfort of driving the vehicle.

[0064] Vehicle-based driving automation systems are classified into five levels (or L0-L5) based on the degree to which they can perform dynamic driving tasks, according to the role allocation in performing these tasks and the presence or absence of an operational design domain (ODD), such as the external conditions (road, traffic, weather, lighting, etc.) defined during the system's design. Levels 0-2 represent driver assistance, where the system assists humans in performing dynamic driving tasks, but the driver remains the primary driver. Levels 3-5 represent autonomous driving, where the system performs dynamic driving tasks in place of the human under the designed operating conditions; when activated, the system becomes the primary driver. The names and definitions of each level are as follows:

[0065] Level 0 driving automation (also known as emergency assistance) systems cannot continuously perform lateral or longitudinal motion control of the vehicle during dynamic driving tasks, but they possess the ability to continuously perform partial target and event detection and response during dynamic driving tasks. Level 1 driving automation (also known as partial driver assistance) systems continuously perform lateral or longitudinal motion control of the vehicle during dynamic driving tasks under their design operating conditions, and possess the ability to perform partial target and event detection and response adapted to the performed lateral or longitudinal motion control. Level 2 driving automation (also known as combined driver assistance) systems continuously perform lateral and longitudinal motion control of the vehicle during dynamic driving tasks under their design operating conditions, and possess the ability to perform partial target and event detection and response adapted to the performed lateral and longitudinal motion control. Level 3 driving automation (also known as conditionally automated driving) systems continuously perform all dynamic driving tasks under their design operating conditions. Level 4 driving automation (also known as highly automated driving) systems continuously perform all dynamic driving tasks under their design operating conditions and automatically execute minimum risk strategies. Level 5 driving automation (also known as fully automated driving) systems continuously perform all dynamic driving tasks and automatically execute minimum risk strategies under any drivable conditions.

[0066] Figure 2 shows a schematic diagram of wheel steering during vehicle movement according to an embodiment of this application. The vehicle travels from position A to position B, and the arrow indicates the direction of travel. As shown in Figure 2(a), based on rear-wheel steering technology, intelligent control allows the front and rear wheels to rotate in the same direction and at the same angle, enabling the vehicle to move diagonally, like a crab walking sideways. This driving method is called crab walking. During the crab walking process, the vehicle's heading remains unchanged, i.e., the yaw angle is 0°.

[0067] The driver controls the front wheel steering by turning the steering wheel. The rear wheel steering motor has a slower response speed (typically a maximum response speed of 10° / s), which is significantly slower than the front wheel steering response speed (usually greater than 300° / s). As shown in Figure 2(b), when the vehicle is in a crabging state, when the front wheels turn rapidly, the rate of change of the rear wheel steering angle cannot follow the rate of change of the front wheel steering angle. This results in the rear wheel steering angle being lower than the front wheel steering angle at certain times, causing the vehicle to produce a certain yaw angle (for example, as shown in Figure 2(b), the front of the vehicle turns to the right at position B, and the direction of the front of the vehicle is inconsistent with that when the vehicle is at position A). In other words, the vehicle rotates around its vertical axis, and the vehicle cannot truly drive in a crabging state. The angle at which the vehicle rotates around its vertical axis is the yaw angle. Therefore, in one possible usage scenario, the vehicle will issue a warning when the driver turns the steering wheel faster than a preset speed, requiring the driver to turn the steering wheel slowly. This warning may affect the user's overall driving experience. Furthermore, even when the user slowly turns the steering wheel, in certain scenarios, such as when the vehicle is crabbing through a wet or slippery surface or going up or down a slope, changes in road surface adhesion and gradient can cause the front of the vehicle to rotate. This embodiment of the application refers to this unexpected rotation of the vehicle around its vertical axis while in crabbing as yaw. This yaw can lead to unexpected scrapes and other driving risks.

[0068] Therefore, to avoid yaw when a vehicle is in a crabging state, this application proposes a torque control method applicable to any vehicle with wheel-end torque control. By performing torque compensation, the vehicle is kept in a crabging state, improving handling and stability, and enhancing the driving experience. Wheel-end torque control is not limited to electric motor drive; it can also be braking. The arrangement of each torque control module is also not limited; multiple different actuators can be distributed and then used to achieve the overall function.

[0069] Figure 3 shows a schematic diagram of a system architecture according to an embodiment of this application. The system architecture of this embodiment can be applied to the control software of a vehicle and is suitable for different systems. This system architecture may include a detection module 310, a judgment module 320, a control module 330, an execution module 340, and a monitoring module 350. The detection module 310 is used to acquire vehicle speed, yaw rate, and surrounding road information based on various sensors in the perception system 110 in Figure 1, where road information may include road slope, road surface adhesion information, etc.; acquire braking information based on feedback from the braking system; acquire the vehicle's current driving mode based on information displayed on the vehicle's instrument panel or user input; and acquire steering wheel angle and steering wheel angle rate based on driver input information, such as driver control information of the steering wheel. The judgment module 320 is used to determine whether the vehicle is currently in a crabging state and whether the vehicle needs torque compensation based on the information acquired by the detection module 310. When the vehicle is in a crabbing state, the driver can turn the steering wheel anywhere within the maximum steering angle range. The control module 330, based on the driver's input information and the current control mode, distributes the total drive torque demand among the drive motors to generate rear-wheel compensation torque. This compensates for the yaw deviation caused by the inconsistent steering angles of the front and rear wheels and outputs torque. The control module 330 may include a vehicle dynamics control (VDC) system for torque following based on torque commands. The execution module 340 may include a drive motor microcontroller unit (MCU). The MCU can implement safety limits based on the motor status. For example, when a motor fault is detected, the motor torque can be appropriately reduced to protect it; when the motor returns to normal, the motor speed can be controlled via pulse width modulation (PWM) to achieve rapid response and precise control.

[0070] In one embodiment, the monitoring module 350 may include the aforementioned judgment module 320, control module 330, and execution module 340. The monitoring module 350 is used to monitor in real time whether conditions for suppressing torque vector control occur, such as vehicle sideslip, function degradation, and activation of the electronic parking brake (EPB), based on information obtained by the detection module 310 and the vehicle's driving status. Taking L0-L5 driving automation as an example, function degradation can refer to the vehicle downgrading from Level 3 autonomous driving automation to a driving automation mode lower than Level 3. When the monitoring module 350 detects the occurrence of any condition for suppressing torque vector control, it can control the vehicle to exit torque compensation; or, it can directly exit the crabging state.

[0071] Figure 4 shows a schematic flowchart of a control method 400 provided in an embodiment of this application. This method 400 can be executed by the vehicle 100, or by the computing platform 120, or by a system-on-a-chip (SoC) in the computing platform 120, or by a processor, chip, or circuit in the computing platform 120, or by the intelligent driving system. The following embodiments use an intelligent driving system as an example for illustration. The method 400 includes:

[0072] S410: Obtain the vehicle's yaw angle when the vehicle is in a crabbing state.

[0073] For example, a vehicle being in a crab-like state can mean that the vehicle is driving in crab mode.

[0074] The yaw angle of a vehicle refers to the angle by which the vehicle rotates about its vertical axis (Z-axis), and can be used to describe the vehicle's direction of travel or steering state. The yaw angle of a vehicle can be acquired by various sensors in the perception system 110 shown in Figure 1, which may include IMU, GPS, vision sensors (e.g., camera devices), wheel speed sensors, and steering angle sensors, etc.

[0075] Optionally, this step can be performed by the detection module 310 in Figure 3.

[0076] S420: When the yaw angle is greater than or equal to a preset angle, obtain the vehicle's steering wheel angle rate and vehicle speed at the first moment.

[0077] For example, the preset angle could be 0°, meaning torque compensation would begin when the vehicle's yaw angle is greater than 0°. Alternatively, to avoid frequent intervention and termination of torque compensation, a preset angle greater than 0° can be pre-set based on development experience. When the yaw angle is lower than this preset angle, torque compensation is not performed initially; when the yaw angle is greater than or equal to this preset angle, the vehicle's yaw angle is relatively large, and the user may perceive the vehicle yawing, at which point torque compensation can begin.

[0078] In one possible scenario, a yaw angle greater than or equal to a preset angle could be caused by a steering wheel angular rate greater than or equal to a preset angular rate. When the steering wheel angular rate is high, the front wheels turn quickly, while the rear wheels respond more slowly. At certain moments, the steering angle of the front wheels is greater than that of the rear wheels, causing the vehicle to yaw. In another possible scenario, when the road surface changes while the vehicle is crabbing, such as when it passes over speed bumps or lane markings, on a road surface with standing water, or on an uneven road surface (e.g., a gravel road, a sudden bump or pothole), the different wheels of the vehicle are experiencing inconsistent road conditions at the same time, causing the vehicle to slip or become unstable, which may also result in a yaw angle greater than or equal to the preset angle.

[0079] For example, the steering wheel angle rate can be obtained by sensors such as the steering wheel angle sensor and IMU in the perception system 110 shown in Figure 1, and the vehicle speed can be obtained by sensors such as the wheel speed sensor, acceleration sensor, and vision sensor.

[0080] Optionally, this step can be performed by the judgment module 320 in Figure 3.

[0081] S430: Based on the steering wheel angle rate and vehicle speed, determine the first compensation torque of the vehicle at the second moment, which is after the first moment.

[0082] For example, based on the steering wheel angular rate and vehicle speed, a complete vehicle model can be constructed. This model can include the vehicle's mechanical structure, powertrain, suspension system, tire model, and external environmental factors, used for vehicle performance analysis and torque calculation. Based on the complete vehicle model, combined with information such as steering wheel angular rate and vehicle speed, modeling and calculations can be performed to determine the vehicle's first compensation torque at the second moment.

[0083] For example, the first compensation torque can be determined using a feedforward control method. When the vehicle is in a crabging state, if the yaw angle of the vehicle at the first moment is greater than a preset angle, it indicates that the vehicle has yawed. In order to reverse the yaw deviation and return the vehicle to a normal crabging state, the driving state of the vehicle at the second moment can be estimated based on the steering wheel angle rate and vehicle speed at the first moment, and the compensation torque can be determined based on this driving state. Taking a time interval of 0.1s between the second moment and the first moment as an example, if the yaw angle of the vehicle at the first moment is 3°, assuming that the steering wheel angle rate and vehicle speed remain unchanged, the increase in vehicle speed and steering wheel angle after 0.1s compared to the first moment can be calculated. Combining this increase and vehicle speed, the degree of yaw of the vehicle after 0.1s can be estimated. For example, the yaw angle of the vehicle may increase to 4° after 0.1s, and the torque value required to correct the 4° yaw deviation can be calculated, which is the first compensation torque.

[0084] Optionally, the method further includes: obtaining a first steering wheel angle of the vehicle at a first moment; determining a first compensation torque at a second moment based on the steering wheel angle rate and the vehicle speed, including: determining a second steering wheel angle of the vehicle at a second moment based on the steering wheel angle rate and the first steering wheel angle; and determining the first compensation torque based on the second steering wheel angle and the vehicle speed.

[0085] The steering wheel angle can be obtained using an angle sensor. The steering angle of the vehicle's front wheels can be calculated from the steering wheel angle and the vehicle's steering ratio. Based on the first steering wheel angle and its rate of rotation, the second steering wheel angle at a second moment can be estimated, and the corresponding front wheel steering angle at that second moment can be calculated. Based on the front wheel steering angle and the response speed of the rear wheels at the second moment, the degree of yaw produced by the vehicle at that second moment can be estimated, thereby estimating the first compensation torque. For example, when the steering wheel angle rate is high, the difference in steering angle between the front and rear wheels at the second moment is large, allowing for a larger first compensation torque to be determined.

[0086] For example, the first compensation torque may include the left rear wheel compensation torque and the right rear wheel compensation torque. Determining the first compensation torque based on the steering wheel angular rate and vehicle speed may include: determining the total rear wheel compensation torque based on the steering wheel angular rate and vehicle speed; and determining the left rear wheel compensation torque and the right rear wheel compensation torque based on the total rear wheel compensation torque and the rear wheel torque ratio.

[0087] In one implementation, multiple sets of correspondences between steering wheel angle rate, steering wheel angle, vehicle speed, and total rear wheel compensation torque can be pre-calibrated for different vehicle models and driving modes. These correspondences can be presented through databases, charts, formulas, etc. Taking a table as an example, assuming that the steering wheel angle rate and vehicle speed change linearly over a period of time while the vehicle is in motion, the total rear wheel compensation torque at the next moment, after a certain interval from the current moment, can be estimated based on the steering wheel angle rate and vehicle speed. Then, combined with a preset rear wheel torque ratio, the left and right rear wheel compensation torques are allocated. Optionally, the rear wheel torque ratio can be 1:1; for example, the left rear wheel compensation torque can be -500 N·m, and the right rear wheel compensation torque can be 500 N·m, with the positive and negative signs indicating the direction of the torque. The direction of the torque can be determined based on the direction (or sign) of the yaw angle.

[0088] Optionally, determining the first compensation torque of the vehicle at a second moment based on the steering wheel angular rate and vehicle speed includes: determining the second compensation torque based on the steering wheel angular rate and vehicle speed; and determining the first compensation torque based on the second compensation torque and preset parameters, wherein the preset parameters include the target yaw angle and / or the target yaw rate.

[0089] For example, the target yaw angle could be 0°; the target yaw rate could be 0 rad / s, indicating that the vehicle will not continue to increase its yaw angle after torque compensation. For instance, during the process of adjusting the vehicle's yaw angle from -2° to 2°, there may be a moment when the vehicle's yaw angle is 0°, but the yaw rate at that moment may not be 0 rad / s.

[0090] For example, the first compensation torque can be determined by combining feedforward control with feedback control. Assuming the second compensation torque is calculated based on the steering wheel angle rate and vehicle speed (using a lookup table), if the vehicle's yaw angle is still greater than a preset angle after controlling the vehicle to travel according to the second compensation torque, it indicates that the compensation torque needs further adjustment. In this case, the target yaw angle can be used as the expected control target. Based on the error between the yaw angle and the target yaw angle, the motor's compensation torque can be dynamically adjusted to gradually reduce the error, making the vehicle's yaw angle closer and closer to the target yaw angle. Similarly, the target yaw rate can be used as the expected control target. Based on the error between the yaw rate and the target yaw rate, the motor's output compensation torque can be adjusted to gradually reduce the error, making the vehicle's yaw rate closer and closer to the target yaw rate, thus preventing the vehicle from continuing to yaw during driving. Alternatively, the expected yaw angle can be calculated using the yaw rate, and the second compensation torque can be determined based on the difference between the expected yaw angle and the target yaw angle.

[0091] Assuming the second compensation torque, determined based on the steering wheel angle rate and vehicle speed, has a left rear wheel compensation torque of -500 N·m and a right rear wheel compensation torque of 500 N·m, and the vehicle yaw angle in step S410 is 3°, taking a target yaw angle of 0° as an example, after controlling the vehicle according to the second compensation torque, the vehicle yaw angle decreases from 3° to 0.5°, still differing from the target yaw angle. Therefore, the first compensation torque can be estimated based on this difference and the second compensation torque (for example, the final first compensation torque could be a left rear wheel compensation torque of -450 N·m and a right rear wheel compensation torque of 550 N·m, fine-tuned based on the second compensation torque). In one possible scenario, after controlling the vehicle according to the first compensation torque, the vehicle yaw angle might decrease from 0.5° to 0.1°. In this case, adjustments can be made again (for example, further adjusting the left rear wheel compensation torque to -425 N·m and the right rear wheel compensation torque to 575 N·m) until the final vehicle yaw angle matches the target yaw angle.

[0092] Optionally, different controller types can be selected for feedback control based on the actual application, such as proportional control (P), proportional-integral (PI) control, and proportional-integral-derivative (PID) control.

[0093] Optionally, the target yaw angle can be the same as the preset angle in S420.

[0094] Optionally, the method further includes: determining a target wheel speed based on the vehicle speed; obtaining the wheel speed of the vehicle; determining a first compensation torque of the vehicle at a second moment based on the steering wheel angular rate and the vehicle speed, including: determining a third compensation torque based on the steering wheel angular rate and the vehicle speed; and determining the first compensation torque based on the third compensation torque, the target wheel speed, and the difference between the wheel speeds.

[0095] The vehicle's wheel speed can be obtained through wheel speed sensors. The corresponding wheel speed can be estimated using the vehicle speed and the wheel circumference. In one possible scenario, when the vehicle is crabbing, some wheels may slip on surfaces with speed bumps, lane markings, or standing water, causing a mismatch between the actual wheel speed and the vehicle speed. In one implementation, a feedback control method is combined with a feedforward control method. A target wheel speed matching the vehicle speed can be used as the expected control target. Based on the error between the current wheel speed and the target wheel speed, the input torque to the slipping wheel is reduced, while the input torque to the other wheel is adjusted. This reduces the error between the current wheel speed and the target wheel speed, gradually reducing the yaw angle and maintaining the vehicle's crabbing state.

[0096] Assuming the third compensation torque, determined based on steering wheel angle rate and vehicle speed, has a left rear wheel compensation torque of -500 N·m and a right rear wheel compensation torque of 500 N·m, and the vehicle speed is 10 km / h, when the vehicle suddenly slips during driving, the wheel speed of the slipping wheel may exceed the wheel speed corresponding to the vehicle speed. To prevent vehicle instability, the third compensation torque can be adjusted appropriately based on the difference between the target wheel speed and the target wheel speed, thus determining the final first compensation torque. For example, when parking, if both rear wheels slip when approaching a slippery lane, and the rear wheel speed exceeds the wheel speed corresponding to 10 km / h, the third compensation torque can be appropriately reduced. For instance, based on the third compensation torque, the estimated left rear wheel compensation torque could be -400 N·m and the right rear wheel compensation torque 400 N·m.

[0097] Optionally, if only one rear wheel slips, for example, the left rear wheel compensation torque is adjusted to -400 N·m while the right rear wheel compensation torque remains at 500 N·m, the yaw angle may change when controlling the vehicle to travel according to this torque. In this case, the compensation torque can be further adjusted in conjunction with the target yaw angle and / or target yaw rate mentioned above until the vehicle is controlled to return to a normal crabging state. For example, the left rear wheel compensation torque of -400 N·m and the right rear wheel compensation torque of 500 N·m can be used as the second compensation torque mentioned above. By controlling the vehicle's yaw angle and target yaw angle when traveling with this second compensation torque, the first compensation torque can be further determined.

[0098] Optionally, the method further includes: obtaining road surface adhesion information of the vehicle's location; determining the first compensation torque of the vehicle at a second moment based on the steering wheel angular rate and vehicle speed, including: determining the first compensation torque based on the road surface adhesion information, the steering wheel angular rate, and the vehicle speed.

[0099] For example, road surface adhesion information can be represented by the road surface adhesion coefficient. Different road surface conditions correspond to different adhesion coefficients. For instance, the road surface adhesion coefficient for dry cement road surface can range from 0.7 to 1.0, the road surface adhesion coefficient for wet cement road surface can range from 0.4 to 0.6, and the road surface adhesion coefficient for rainy road surface can range from 0.3 to 0.4. The road surface condition can be obtained from the camera device outside the vehicle cabin in the sensing system 110.

[0100] Depending on the road surface material the vehicle is traveling on, the friction between the wheels and the road surface will vary during driving. For example, when a vehicle is driving on asphalt, concrete, or wet / slippery surfaces in rainy or snowy weather, the initial compensation torque can be determined based on the road adhesion information at the vehicle's location, which helps improve the accuracy of torque calculation. For instance, on wet / slippery surfaces, the wheel's grip decreases, and the vehicle needs more driving force to overcome the effects of reduced friction; therefore, the initial compensation torque can be appropriately increased. On dry surfaces, the friction between the tires and the road surface is greater, and a smaller initial compensation torque is sufficient for the tires to generate enough friction to propel the vehicle forward.

[0101] In one implementation, road surface adhesion information can be used as one of the limiting conditions for determining the total compensation torque of the rear wheels during feedforward control. If this is calibrated in advance, then under the same steering wheel angle rate and vehicle speed, different total compensation torques of the rear wheels can be determined based on different road surface adhesion information.

[0102] Optionally, the method may further include determining a third compensation torque based on road surface adhesion information, steering wheel angular rate, and vehicle speed. When a vehicle slips, combining road surface adhesion information and wheel speed helps determine the cause of the slip, thus facilitating a more accurate determination of the third compensation torque. For example, different third compensation torques can be determined when the vehicle travels over speed bumps and on roads with standing water.

[0103] S440: Control the vehicle's movement based on the first compensation torque.

[0104] Torque control in electric vehicles is primarily achieved by adjusting the output current of the motor driver. For example, the motor driver adjusts the amplitude and phase of the output current according to torque control commands issued by the vehicle control unit (VCU), thereby controlling the motor's magnetic field and torque. The VCU can calculate the required total torque based on vehicle status (current vehicle speed, rate of change of speed, battery charge, etc.), driving mode, road conditions, and other information. Based on vehicle speed (or motor speed), driving mode, and other information, the torque is distributed between the front and rear motors to obtain the longitudinal torque and the initial torque of the rear motor. This application does not limit the method of torque distribution between the front and rear motors or the method of obtaining the longitudinal torque and the initial torque of the rear motor.

[0105] Based on the longitudinal torque and the initial torque of the rear motor, the vehicle can travel in a crab-like state. When the vehicle yaws during travel, a first compensation torque can be applied on the basis of the initial torque of the rear motor, while the longitudinal torque is adjusted to correct the yaw deviation, thereby enabling the vehicle to maintain the crab-like state.

[0106] It should be understood that the methods for obtaining information such as yaw angle, steering wheel turning rate, vehicle speed, and wheel speed in the above implementation methods are only examples. They can also be obtained by integrating multiple sensors or by using other methods. This application does not limit these methods.

[0107] Optionally, controlling vehicle movement based on the first compensation torque may include: controlling the vehicle's motor to output the first compensation torque based on the steering wheel angular rate.

[0108] For example, when the steering wheel angle rate is large, the front wheels turn quickly, and the angle difference between the front and rear wheels is large. This can improve the motor response speed, allowing the vehicle's motor to output the initial compensation torque at a faster speed, quickly changing the vehicle's driving state and reducing the impact of vehicle yaw on the user experience. When the steering wheel angle rate is small, the vehicle's motor can be controlled to output the initial compensation torque at a slower speed, reducing shocks.

[0109] Furthermore, controlling the motor output of the vehicle to produce a first compensation torque based on the steering wheel angular rate may include: controlling the motor to output a first compensation torque based on a first filtering coefficient when the steering wheel angular rate is greater than or equal to an angular rate threshold; or, controlling the motor to output a first compensation torque based on a second filtering coefficient when the steering wheel angular rate is less than the angular rate threshold; wherein the first filtering coefficient is greater than the second filtering coefficient.

[0110] In one implementation, a smoothing filter technique can be used to control the motor to output torque at a preset speed or time, resulting in a smooth torque change. Controlling torque using the smoothing filter technique may include steps such as determining the filter coefficient based on the steering wheel angular rate, obtaining the original torque command, filtering the original torque, and outputting the torque.

[0111] For example, a steering angle rate threshold can be set based on experience, and different filtering coefficients can be determined by comparing the steering wheel angle rate during actual driving with the value of the steering angle rate threshold. The first and second filtering coefficients can be pre-calibrated in conjunction with a preset time or preset speed.

[0112] Optionally, multiple sets of correspondence tables between steering wheel angular rate and filter coefficient can be preset. After obtaining the steering wheel angular rate, the corresponding filter coefficient can be queried, and the motor output torque can be further controlled according to the filter coefficient.

[0113] Optionally, in addition to the filtering coefficient, the correspondence between the steering wheel angular rate and the cutoff frequency can be preset. The cutoff frequency is determined based on the steering wheel angular rate, and then the motor output torque is controlled. For example, the filtering coefficient can be calculated based on the cutoff frequency and the motor's sampling frequency (or sampling period), and then the motor output torque can be controlled based on the filtering coefficient.

[0114] Optionally, in addition to the steering wheel angular rate, vehicle speed can also be combined to control the vehicle's motor output of the first compensation torque. For example, a vehicle speed threshold can be preset based on experience. Considering the relationship between the steering wheel angular rate and the angular rate threshold, and between the vehicle speed and the vehicle speed threshold, there are four scenarios: the steering wheel angular rate is greater than or equal to the angular rate threshold and the vehicle speed is greater than or equal to the vehicle speed threshold; the steering wheel angular rate is greater than or equal to the angular rate threshold but the vehicle speed is less than the vehicle speed threshold; the steering wheel angular rate is less than the angular rate threshold but the vehicle speed is greater than or equal to the vehicle speed threshold; and the steering wheel angular rate is less than the angular rate threshold and the vehicle speed is less than the vehicle speed threshold. Based on these four scenarios, four sets of filter coefficients can be preset, thereby determining the corresponding filter coefficient based on the steering wheel angular rate and vehicle speed, and controlling the vehicle's motor output of the first compensation torque based on this filter coefficient. Alternatively, multiple sets of correspondence tables between steering wheel angular rate, vehicle speed, and filter coefficients can be preset, allowing the filter coefficient to be retrieved after obtaining the steering wheel angular rate and vehicle speed.

[0115] Optionally, the above steps S430 and S440 can be executed by the control module 330 in Figure 3.

[0116] According to the above method, when the rear wheel steering angle rate cannot follow the front wheel steering angle rate, the calculation state of the yaw rate can be kept unchanged, so that the virtual rear wheel steering angle is equivalent to the front wheel steering angle, supplementing the external appearance, thereby enabling the vehicle to maintain a crab-like driving state.

[0117] Figure 5 shows a schematic flowchart of the control method 500 provided in an embodiment of this application. The data calculations involved in the following steps can be performed on the vehicle side or calculated in the cloud first and then sent to the vehicle side. The method 500 may include:

[0118] S510: Determines whether crab mode is enabled.

[0119] For example, after determining that the crab mode is enabled, S520 can be executed; otherwise, if the crab mode is offline and the vehicle drives in the normal mode, S599 can be executed.

[0120] After the vehicle is powered on and all control programs are started, the system can determine whether the vehicle is in crab mode based on user input.

[0121] In one implementation, the vehicle is determined to be in crab mode when a user clicks a control on the display device related to entering crab mode. Figure 6 shows a schematic diagram of a set of GUIs according to an embodiment of this application. The vehicle display device 130 may include multiple displays, such as a central control screen 610 and a digital instrument display 620. The display interface of the central control screen 610 shown in Figure 6(a) includes a content display area 601 and a function bar 602. Exemplarily, the function bar 602 may include a homepage icon and volume controls, used to control the display of the homepage in the content display area 601 and to adjust the volume of the sound device, respectively. The content display area 601 may include a Bluetooth function icon, a Wi-Fi function icon, and a cellular network signal icon, used to indicate the vehicle's Bluetooth on and / or connection status, Wi-Fi on status, and cellular network signal strength, respectively; and multiple vehicle driving modes, including comfort, energy-saving, sport, and custom modes, etc. The current vehicle is in sport mode can be determined based on the mode selection in the figure; it may also include a crab mode switch control 603. In response to the user clicking the crab mode switch control 603, the central control screen can display the display interface shown in Figure 6(b). This display interface can include a prompt message 604 related to crab mode, a confirmation control 605, and a cancellation control. The prompt message 604 is used to inform the user that crab mode will have a certain impact on the vehicle's driving status. When the user clicks the confirmation control 605, it is determined that the vehicle has activated crab mode.

[0122] Optionally, users can also control the vehicle to activate the Crab Mode via voice control. For example, the user's voice information can be recognized, converted into text, and then the intent of the text can be recognized using a large language model (LLM). Speech-to-text conversion can be implemented using automatic speech recognition (ASR) algorithms, or an application programming interface (API) can be used to access an existing database of large language models. For instance, a user in the cabin can issue the voice command "Activate Crab Mode," and the vehicle's voice interaction system can recognize the user's voice and control the vehicle to activate Crab Mode. Optionally, when activating Crab Mode, the user can also reply with "Okay, Crab Mode has been activated for you" via voice.

[0123] S520: Enter standby mode.

[0124] After the crab mode is activated, the vehicle can enter standby mode to perform logical judgments and function output calculations. In response to the driver releasing the brake pedal or lightly pressing the accelerator pedal (also known as the accelerator pedal), the vehicle's crab mode is activated, and the vehicle can be controlled to drive in the crab state as shown in Figure 2(a) according to the driver's input to the steering wheel.

[0125] S530: Determines whether the vehicle's stability function is in use.

[0126] For example, S540 can be executed when the vehicle's stability function is in use; otherwise, S550 is executed.

[0127] In standby mode, it can be determined whether the vehicle's stability functions are in use. If the vehicle is in stability function mode, to avoid function conflicts, the crab mode can be temporarily suspended, and the stability function can be executed first. These stability functions can be functions related to the vehicle's braking safety, such as traction control system (TCS) and electronic stability controller (ESC).

[0128] S540: Controls the vehicle to perform stability functions.

[0129] For example, after the stability function finishes execution, S510 can be executed. Optionally, after the stability function finishes execution, the system can return to standby mode, i.e., execute S520; or, it can determine whether the vehicle has exited crab mode, i.e., execute S590.

[0130] S550: Determines whether the vehicle's driving state at the first moment meets the triggering conditions for torque compensation.

[0131] For example, when the vehicle's driving state meets the triggering condition for torque compensation, S560 is executed; otherwise, S510 is executed. Optionally, when the vehicle's driving state does not meet the triggering condition for torque compensation, it can also return to standby mode, i.e., S520 is executed; or, it can be determined whether the vehicle has exited crab mode, i.e., S590 is executed.

[0132] In one implementation, the triggering condition can be that the yaw angle is not 0° or the yaw rate is not 0 rad / s during crab-like driving. As shown in Figure 2(a), when the vehicle is driving normally in crab-like mode, the yaw angle is 0° and the yaw rate is 0 rad / s. However, when the steering angles of the front and rear wheels are inconsistent or when driving on wet or slippery surfaces or roads with a large slope, yaw may occur, and the vehicle may not be able to truly drive in crab-like mode. To maintain the crab-like driving mode, torque compensation can be applied to the vehicle when the yaw angle and / or yaw rate are not 0, thus maintaining the crab-like driving mode.

[0133] Since one of the reasons for vehicle yaw is that the driver turns the steering wheel faster than the preset speed, causing the rear wheel angle to fail to follow the front wheel angle, the triggering condition can be that the steering wheel angle rate is greater than or equal to the preset angle rate.

[0134] Optionally, a yaw angle threshold or a yaw rate threshold can be set. When the vehicle's yaw angle is less than the yaw angle threshold, and / or the vehicle's yaw rate is less than the yaw rate threshold, torque compensation may not be performed. That is, the triggering condition can be that the vehicle's yaw angle is greater than or equal to a preset angle, and / or the yaw rate is greater than or equal to a preset angular rate while the vehicle is driving in crab mode.

[0135] Optionally, the deviation between the current yaw rate and a preset yaw rate can be calculated. When the deviation is less than the preset angle, the vehicle's yaw rate is considered small and not easily perceived by the user, thus torque compensation can be omitted. That is, the triggering condition can be that the deviation between the current yaw rate and the preset yaw rate is greater than or equal to a deviation threshold. Figure 7 shows a schematic flowchart of triggering torque compensation according to an embodiment of this application, which may include the following steps:

[0136] S710: Obtain the vehicle's yaw rate.

[0137] For example, the yaw rate of a vehicle can be measured by a yaw-gravity sensor; or it can be estimated based on parameters such as the current steering wheel angle, vehicle speed, the ratio of steering wheel angle to front wheel steering angle, and wheelbase. This application embodiment does not limit the method of obtaining the yaw rate of the vehicle.

[0138] S720: Calculates the deviation between the yaw rate and the preset yaw rate.

[0139] For example, the preset angular velocity could be 0 rad / s. Alternatively, the preset angular velocity could be arbitrarily set by the user or operator. This deviation value could be the absolute value of the difference between the vehicle's yaw rate and the preset angular velocity.

[0140] S730: When the deviation value is greater than or equal to the deviation threshold, the torque compensation process is triggered.

[0141] To avoid frequent intervention and withdrawal of torque compensation during driving, dead zone processing can be added when the deviation value is less than the deviation threshold, and torque compensation will not be performed.

[0142] It should be understood that the above triggering conditions are merely examples and can be adjusted according to the vehicle's driving status or the user's preferences.

[0143] S560: Obtain compensated torque.

[0144] Figure 8 illustrates a method for calculating compensation torque. As shown in Figure 8, compensation torque can be calculated based on feedforward control or feedback control, or a combination of both. For example, according to an open-loop control strategy, the feedforward distribution ratio can be calibrated based on the vehicle's steering wheel angle rate and vehicle speed, and the pre-distributed torque can be obtained based on this feedforward distribution ratio. Alternatively, combined with a closed-loop control strategy, target yaw rate feedback control can be added to the feedforward control to continuously adjust the torque control command, reducing the deviation between the vehicle's yaw angle and the target yaw rate, thus maintaining the vehicle in a crabging state.

[0145] Figure 9 illustrates a method 900 for calculating compensated torque based on feedforward control and feedback control. This method 900 may include:

[0146] S910: Based on the steering wheel angle rate and vehicle speed, obtain the total compensation torque and the first longitudinal torque of the rear wheels.

[0147] Taking an electric vehicle equipped with three motors as an example, Figure 10 shows a schematic diagram of the motor distribution in an embodiment of this application. As shown in Figure 10, the three motors can be divided into a front motor, a left rear motor, and a right rear motor according to their positions in the vehicle. The left and right rear motors are collectively referred to as the rear motors. The left and right rear motors can be wheel-side driven, wheel-hub driven, or other modes. For example, the total compensation torque of the rear wheels can be the total compensation torque of the left and right rear motors. The first longitudinal torque can be the torque of the front motor.

[0148] For example, the initial torque of the rear motor and the first longitudinal torque (T in Figure 10) 纵 (As shown) can be calculated in the manner described in step S440 above, and will not be repeated here.

[0149] In crab mode, the total rear wheel compensation torque can be estimated based on the vehicle's current driving status. Assuming that the steering wheel angle rate and vehicle speed change linearly, the total rear wheel compensation torque at the next moment can be estimated based on the current vehicle speed and steering wheel angle rate (as shown by M in Figure 10).

[0150] In one implementation, the total rear-wheel compensation torque can be obtained by looking up a table. For example, technicians can pre-determine the correspondence between steering wheel speed, steering wheel angle, vehicle speed, and total rear-wheel compensation torque, creating a table that can be stored on the vehicle or in the cloud. The correspondence between steering wheel speed, vehicle speed, and total rear-wheel compensation torque may differ depending on the vehicle model or driving mode. For example, based on the steering wheel speed, vehicle speed information, and table information obtained by the detection module 310 in Figure 3, the total rear-wheel compensation torque can be directly retrieved.

[0151] Optionally, the table may also include road surface adhesion information, that is, technicians can pre-calibrate the correspondence between steering wheel angle rate, vehicle speed, road surface adhesion information and total rear wheel compensation torque, so as to determine different total rear wheel compensation torques according to different road surfaces.

[0152] Alternatively, technicians can pre-determine multiple sets of corresponding data between steering wheel speed, vehicle speed, and total rear wheel compensation torque through simulation or experimental testing. These data sets can then be fitted to obtain a calculation formula or curve relating the steering wheel speed, vehicle speed, and total rear wheel compensation torque. Based on the steering wheel speed, vehicle speed information, and calculation formula obtained by the detection module 310 in Figure 3, the total rear wheel compensation torque can be calculated; or, based on the steering wheel speed, vehicle speed information, and curve obtained by the detection module 310 in Figure 3, the total rear wheel compensation torque can be retrieved.

[0153] S920: Calculate the first left-side torque and the first right-side torque based on the total rear wheel compensation torque, the rear axle wheelbase, and the preset rear wheel torque ratio.

[0154] For example, the first left-side torque is the output torque of the left rear motor during feedforward control, and the first right-side torque is the output torque of the right rear motor during feedforward control. In one embodiment, a technician can perform calibration calculations based on parameters such as steering wheel turning rate, steering wheel angle, and rear wheel steering angle to obtain the rear wheel torque ratio, which can be stored on the vehicle or in the cloud. After the vehicle's detection module 310 obtains parameters such as steering wheel angle rate and vehicle speed, it can query the corresponding distribution ratio; based on this distribution ratio and the driving mode selected by the driver, the distribution coefficient of the motor's regenerative torque is directly output. Assuming the distribution ratio is a:b, when the rear axle wheelbase is L, the total rear wheel compensation torque M and the first left-side torque T... L and the first right-side torque T R The following calculation relationships can be satisfied:

[0155] Taking a 1:1 rear wheel torque ratio as an example, the left and right rear motors output torques of the same magnitude but in opposite directions. Based on the formula described above, the first left-side torque and the first right-side torque can be calculated. For example, the first left-side torque can be -500 N·m, and the first right-side torque can be 500 N·m; the positive and negative signs indicate the direction of the torque. The direction of the torque can be determined based on the direction of yaw produced by the front of the vehicle.

[0156] S930: Based on the target yaw rate, the first left torque, and the first right torque, obtain the second left torque and the second right torque.

[0157] When controlling vehicle movement based on the first left-side torque and the first right-side torque, the vehicle's yaw angle may still not be 0°, requiring feedback control in conjunction with the target yaw rate. For example, feedback control can be added based on the difference between the current yaw rate and the target yaw rate to ensure the control's maneuverability. The second left-side torque is the output torque of the left rear motor calculated based on the first left-side torque and the feedback control algorithm, and the second right-side torque is the output torque of the right rear motor calculated based on the first right-side torque and the feedback control algorithm.

[0158] For example, in crab mode, the target yaw rate can be 0 rad / s. In one implementation, the second left-side torque and the second right-side torque can be obtained by adjusting the proportional gain and integral gain based on the target yaw rate, the first left-side torque, the first right-side torque, and the PI control algorithm, combined with the vehicle's current yaw rate.

[0159] Optionally, based on the target yaw rate, the first left torque, the first right torque, and the PID control algorithm, combined with the vehicle's current yaw rate, the proportional gain, integral gain, and derivative gain can be adjusted to obtain the second left torque and the second right torque.

[0160] For example, when the first left-side torque is -500 N·m and the first right-side torque is 500 N·m, the second left-side torque adjusted based on the target yaw rate feedback can be -450 N·m and the second right-side torque can be 550 N·m.

[0161] S940: Obtain the second longitudinal torque based on the second left torque, the second right torque, and the first longitudinal torque.

[0162] For example, the absolute values ​​of the second left-side torque and the second right-side torque obtained according to S930 may be different. In order to ensure that the longitudinal torque of the vehicle remains constant, torque compensation is required from the front motor. For example, when the second left-side torque is -450 N·m and the second right-side torque is 550 N·m, the second longitudinal torque can be obtained by compensating the first longitudinal torque by -100 N·m.

[0163] Optionally, the method may further include S950: obtaining the third left torque and the third right torque based on the vehicle speed, the second left torque, the second right torque and the wheel speed.

[0164] When feedback control causes a change in the torque of one motor, the torque of the corresponding motor on the other side also changes accordingly to meet the overall drive requirements. Simultaneously, slip feedback control is incorporated to ensure tire adhesion and further enhance stability.

[0165] In one implementation, a target wheel speed can be determined based on the vehicle speed. When the target wheel speed and the current wheel speed do not match, the third left-hand torque and the third right-hand torque can be adjusted to reduce the difference between the wheel speed and the target wheel speed. For example, if the current vehicle speed is 10 km / h, but the vehicle speed calculated from the wheel speed is 20 km / h, then the wheel speed and vehicle speed do not match. According to the PI control algorithm, the proportional coefficient and integral coefficient are adjusted multiple times until the wheel speed matches the vehicle speed.

[0166] For example, when the second left torque is -450 N·m and the second right torque is 550 N·m, the third left torque after adjustment based on vehicle speed and wheel speed can be -350 N·m and the third right torque can be 450 N·m.

[0167] It should be noted that the compensation torque can be calculated based solely on feedforward control or feedback control, or a combination of both. The calculation method combining feedforward and feedback control can refer to the aforementioned method 900, where the compensation torque obtained from method 900 can be the third left-side torque and the third right-side torque. Optionally, the calculation method based on feedforward control can refer to the aforementioned steps S910 and S920, where the compensation torque can be the first left-side torque and the first right-side torque. Optionally, the calculation method based on feedback control can refer to the aforementioned steps S930 to S950.

[0168] It should be understood that the above steps are only an example and not a limitation. In actual adjustment, each step can be performed multiple times until the final yaw angle of the vehicle is 0°.

[0169] S570: Controls vehicle movement based on compensation torque.

[0170] For example, the final torque of the rear motor is determined based on the initial torque and the compensation torque of the rear motor, and the vehicle is controlled to move based on the final torque. The compensation torque can be any one of the following combinations in method 900: a first left-side torque and a first right-side torque, a second left-side torque and a second right-side torque, or a third left-side torque and a third right-side torque. Alternatively, it can be the first compensation torque, the second compensation torque, or the third compensation torque in method 400.

[0171] Optionally, when controlling the vehicle to perform torque compensation, the user can be simultaneously prompted that the vehicle is performing torque compensation. For example, the user can be prompted via voice, "The vehicle is yawing; rear wheel compensation torque is being applied." Alternatively, a statement such as "Torque compensation is in progress" can be displayed on the screen, and the vehicle's driving angle information can be displayed on the digital instrument display 620. Figure 11 shows a schematic diagram of a GUI display interface. As shown in Figure 11(a), before the vehicle performs torque compensation, due to the inconsistent response speeds of the front and rear wheels, the rear wheel steering angle is smaller than the front wheel steering angle, the vehicle's yaw angle is not 0°, the front of the vehicle veers to the right, and the vehicle's driving path is not a straight diagonal line. At this time, a prompt message related to starting torque can be displayed, such as "The vehicle is yawing; rear wheel compensation torque is being applied." As shown in Figure 11(b), after torque compensation is completed, the vehicle's yaw angle is 0°, and the vehicle can drive in a crab-like state. At this time, a prompt message indicating the end of torque compensation can be displayed, such as "Rear wheel compensation torque has been applied."

[0172] For example, to reduce the impact of applying compensating torque on vehicle stability from the initial torque of the rear motor and to minimize user discomfort, the vehicle's torque can be gradually reduced or increased to achieve a smooth transition between torque compensation and normal crabling mode. For instance, the motor can be controlled to output torque at a preset speed or for a preset time based on the steering wheel angle rate through a smoothing filter. Specific methods can be found in the embodiment described in step S440 above, and will not be repeated here.

[0173] S580: Determine whether to exit torque compensation.

[0174] For example, when it is determined to exit torque compensation, S590 is executed; otherwise, S570 can be executed to continue controlling the vehicle's movement based on the compensated torque.

[0175] In one implementation, assuming the steering angles of the front and rear wheels of the vehicle at the current moment are as shown in Figure 11(a), after a period of time, when the steering angle of the rear wheels of the vehicle is consistent with the steering angle of the front wheels, the yaw angle of the vehicle is 0°, at which point torque compensation can be discontinued.

[0176] In one implementation, the user can actively control the vehicle to disengage torque compensation. For example, the user can input "stop torque compensation" via voice, and in response to the user's voice input, the vehicle can disengage torque compensation.

[0177] In one implementation, torque compensation can be discontinued when the vehicle's driving state changes and the motor is unable to perform torque compensation. For example, when the vehicle is driven for an extended period in a high-temperature environment, the motor may degrade due to the excessively high ambient temperature, in which case torque compensation can be discontinued. Alternatively, when the monitoring module 350 detects conditions that suppress torque vector control, such as vehicle sideslip, function degradation, or FPB activation, it can control the vehicle to discontinue torque compensation.

[0178] Taking the third left-side torque and the third right-side torque as examples, when exiting torque compensation, the initial torque of the motor can be controlled after the vehicle adjusts from the third left-side torque and the third right-side torque to the crab mode.

[0179] S590: Determine whether to exit crab mode.

[0180] For example, if it is determined to exit crab mode, S599 is executed; otherwise, S520 can be executed to return to standby mode.

[0181] In one implementation, the user can actively control the vehicle to exit crab mode. For example, the user can input "exit crab mode" via voice, and the vehicle can exit crab mode in response to the user's voice input. Alternatively, the user can control the vehicle to exit crab mode by clicking a control related to turning off crab mode. As shown in Figure 6(a), when the vehicle is currently in crab mode, exiting crab mode is determined when the user clicks the crab mode switch control 603.

[0182] In one implementation, when the monitoring module 350 detects conditions such as vehicle sideslip, function degradation, or FPB activation that suppress torque vector control, it can control the vehicle to exit the crab mode.

[0183] In one implementation, the crab mode can be exited when the vehicle's driving state changes. For example, when the driver's braking action is detected, the vehicle changes from a driving state to a stopped state, and the crab mode can be automatically exited.

[0184] S599: Control the vehicle to drive in the normal mode.

[0185] For example, the normal mode can refer to other driving modes selected by the user besides the crab driving mode, such as comfort, energy saving, sport, custom, etc. As shown in Figure 6(a), if the current driving mode of the vehicle is sport mode, then step S599 is to control the vehicle to drive in sport mode.

[0186] Figure 12 shows a schematic block diagram of a control device 1200 provided in an embodiment of this application. The control device 1200 includes: an acquisition unit 1210, used to acquire the yaw angle of the vehicle when the vehicle is in a crabbing state; and to acquire the steering wheel angle rate and vehicle speed of the vehicle at a first moment when the yaw angle is greater than or equal to a preset angle; a determination unit 1220, used to determine the first compensation torque of the vehicle at a second moment based on the steering wheel angle rate and vehicle speed, wherein the second moment is after the first moment; and a control unit 1230, used to control the vehicle to drive based on the first compensation torque.

[0187] Optionally, the acquisition unit 1210 is further configured to acquire the first steering wheel angle of the vehicle at a first moment; the determination unit 1220 is specifically configured to: determine the second steering wheel angle of the vehicle at a second moment based on the steering wheel angle rate and the first steering wheel angle; and determine the first compensation torque based on the second steering wheel angle and the vehicle speed.

[0188] Optionally, the first compensation torque includes the left rear wheel compensation torque and the right rear wheel compensation torque. The determining unit 1220 is specifically used to: determine the total rear wheel compensation torque based on the steering wheel angle rate and vehicle speed; and determine the left rear wheel compensation torque and the right rear wheel compensation torque based on the total rear wheel compensation torque and the preset rear wheel torque ratio.

[0189] Optionally, the determining unit 1220 is specifically used to: determine a second compensation torque based on the steering wheel angular rate and vehicle speed; and determine a first compensation torque based on the second compensation torque and preset parameters, wherein the preset parameters include a target yaw angle and / or a target yaw rate.

[0190] Optionally, the determining unit 1220 is further configured to determine the target wheel speed based on the vehicle speed; the acquiring unit 1210 is further configured to acquire the wheel speed of the vehicle; the determining unit 1220 is specifically configured to: determine the third compensation torque based on the steering wheel angular rate and the vehicle speed; and determine the first compensation torque based on the third compensation torque, the target wheel speed, and the difference between the wheel speeds.

[0191] Optionally, the acquisition unit 1210 is also used to acquire road surface adhesion information of the vehicle's location; the determination unit 1220 is specifically used to: determine the first compensation torque based on the road surface adhesion information, the steering wheel angular rate, and the vehicle speed.

[0192] Optionally, the control unit 1230 is specifically used to: control the output of the vehicle's motor to provide a first compensation torque based on the steering wheel angular rate.

[0193] Optionally, the control unit 1230 is specifically used to: control the motor to output a first compensation torque according to a first filter coefficient when the steering wheel angular rate is greater than or equal to the angular rate threshold; or, control the motor to output a first compensation torque according to a second filter coefficient when the steering wheel angular rate is less than the angular rate threshold; wherein the first filter coefficient is greater than the second filter coefficient.

[0194] For example, the acquisition unit 1210 can be the computing platform 120 in Figure 1, or the processing circuit, processor, or controller in the computing platform 120. Taking the processor 121 in the computing platform as an example, the processor 121 can acquire the yaw angle of the vehicle when the vehicle is in a crabbing state; when the yaw angle is greater than or equal to a preset angle, it can acquire the steering wheel angle rate and vehicle speed at the first moment.

[0195] For example, the determining unit 1220 can be the computing platform 120 in Figure 1, or the processing circuit, processor, or controller in the computing platform 120. Taking the determining unit 1220 as the processor 122 in the computing platform as an example, the processor 122 can determine the first compensation torque of the vehicle at the second moment based on the steering wheel angle rate and vehicle speed obtained by the processor 121 at the first moment.

[0196] For example, the control unit 1230 can be the computing platform 120 in Figure 1, or the processing circuit, processor, or controller in the computing platform 120. Taking the control unit 1230 as the processor 123 in the computing platform as an example, the processor 123 can control the vehicle's movement according to the first compensation torque determined by the processor 122.

[0197] The functions implemented by the acquisition unit 1210, the determination unit 1220, and the control unit 1230 can be implemented by different processors, or by the same processor, or some functions can be implemented by the same processor. This application embodiment does not limit this.

[0198] It should be understood that the division of units in the above device is only a logical functional division. In actual implementation, they can be fully or partially integrated into a single physical entity, or they can be physically separated. Furthermore, the units in the device can be implemented by a processor calling software; for example, the device includes a processor connected to memory, which stores instructions. The processor calls the instructions stored in memory to implement any of the above methods or to implement the functions of each unit in the device. The processor can be, for example, a general-purpose processor, such as a CPU or microprocessor, and the memory can be internal or external to the device. Alternatively, the units in the device can be implemented as hardware circuits. The functions of some or all units can be implemented through the design of the hardware circuits, which can be understood as one or more processors. For example, in one implementation, the hardware circuit is an ASIC, and the functions of some or all units are implemented through the design of the logical relationships between the components within the circuit. In another implementation, the hardware circuit can be implemented using a PLD, such as an FPGA, which can include a large number of logic gates. The connection relationships between the logic gates are configured through configuration files, thereby implementing the functions of some or all units. All units of the above devices can be implemented entirely through processor calling software, or entirely through hardware circuits, or partially through processor calling software with the remaining parts implemented through hardware circuits.

[0199] In this application embodiment, a processor is a circuit with signal processing capabilities. In one implementation, the processor can be a circuit with instruction reading and execution capabilities, such as a CPU, microprocessor, GPU, or DSP. In another implementation, the processor can implement certain functions through the logical relationships of hardware circuits. These logical relationships are fixed or reconfigurable. For example, the processor may be a hardware circuit implemented as an ASIC or PLD, such as an FPGA. In a reconfigurable hardware circuit, the process of the processor loading a configuration file to configure the hardware circuit can be understood as the processor loading instructions to implement the functions of some or all of the above units. Furthermore, it can also be a hardware circuit designed for artificial intelligence, which can be understood as an ASIC, such as an NPU, TPU, or DPU.

[0200] As can be seen, each unit in the above device can be one or more processors (or processing circuits) configured to implement the above methods, such as: CPU, GPU, NPU, TPU, DPU, microprocessor, DSP, ASIC, FPGA, or a combination of at least two of these processor forms.

[0201] Furthermore, the units in the above devices can be integrated in whole or in part, or they can be implemented independently. In one implementation, these units are integrated together as a System-on-a-Chip (SoC). The SoC may include at least one processor for implementing any of the above methods or implementing the functions of the units in the device. The at least one processor may be of different types, such as CPU and FPGA, CPU and AI processor, CPU and GPU, etc.

[0202] This application also provides a control device, which includes: a memory for storing a computer program; and a processor for executing the computer program stored in the memory, so that the device can execute any of the control methods described in the above embodiments.

[0203] Alternatively, if the device is located in a vehicle, the processor may be the processor 121-12n shown in FIG1.

[0204] This application also provides a vehicle that may include the control device 1200 described above or the system shown in FIG3.

[0205] This application also provides a computer-readable medium storing instructions that, when executed by a processor, cause the processor to implement any of the control methods described in the above embodiments.

[0206] This application also provides a computer program product, which includes computer program code. When the computer program code is run on a computer, it causes the computer to execute any of the control methods described in the above embodiments.

[0207] This application also provides a chip that includes a circuit that can be used to execute any of the control methods described in the above embodiments.

[0208] In implementation, each step of the above method can be completed by integrated logic circuits in the processor's hardware or by instructions in software. The method disclosed in the embodiments of this application can be directly implemented by a hardware processor, or by a combination of hardware and software modules within the processor. The software modules can reside in random access memory, flash memory, read-only memory, programmable read-only memory, power-on erasable programmable memory, registers, or other mature storage media in the art. This storage medium is located in memory, and the processor reads information from the memory and, in conjunction with its hardware, completes the steps of the above method. To avoid repetition, detailed descriptions are omitted here.

[0209] It should be understood that in the embodiments of this application, the memory may include read-only memory and random access memory, and provides instructions and data to the processor.

[0210] It should also be understood that, in the various embodiments of this application, the order of the above-mentioned processes does not imply the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of this application.

[0211] Those skilled in the art will recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0212] Those skilled in the art will understand that, for the sake of convenience and brevity, the specific working processes of the systems, devices, and units described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here.

[0213] In the several embodiments provided in this application, it should be understood that the disclosed systems, apparatuses, and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between apparatuses or units may be electrical, mechanical, or other forms.

[0214] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0215] In addition, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit.

[0216] If the aforementioned functions are implemented as software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or a portion of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0217] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A control method, characterized in that, The method includes: When the vehicle is in a crab-like state, obtain the yaw angle of the vehicle; When the yaw angle is greater than or equal to a preset angle, the steering wheel angle rate and vehicle speed of the vehicle at the first moment are obtained; Based on the steering wheel angle rate and the vehicle speed, the first compensation torque of the vehicle at a second moment is determined, the second moment being after the first moment; The vehicle is controlled to move according to the first compensation torque.

2. The method according to claim 1, characterized in that, The method further includes: Obtain the first steering wheel angle of the vehicle at the first moment; The step of determining the first compensation torque of the vehicle at the second moment based on the steering wheel angular rate and the vehicle speed includes: The second steering wheel angle of the vehicle at the second moment is determined based on the steering wheel angle rate and the first steering wheel angle. The first compensation torque is determined based on the second steering wheel angle and the vehicle speed.

3. The method according to claim 1 or 2, characterized in that, The first compensation torque includes the left rear wheel compensation torque and the right rear wheel compensation torque. Determining the first compensation torque of the vehicle at a second moment based on the steering wheel angle rate and the vehicle speed includes: The total compensation torque for the rear wheels is determined based on the steering wheel angle rate and the vehicle speed. The compensation torque for the left rear wheel and the compensation torque for the right rear wheel are determined based on the total compensation torque of the rear wheels and the preset rear wheel torque ratio.

4. The method according to any one of claims 1 to 3, characterized in that, The step of determining the first compensation torque of the vehicle at the second moment based on the steering wheel angular rate and the vehicle speed includes: The second compensation torque is determined based on the steering wheel angular rate and the vehicle speed; The first compensation torque is determined based on the second compensation torque and preset parameters, wherein the preset parameters include the target yaw angle and / or the target yaw rate.

5. The method according to any one of claims 1 to 4, characterized in that, The method further includes: Determine the target wheel speed based on the vehicle speed; Obtain the wheel speed of the vehicle; The step of determining the first compensation torque of the vehicle at the second moment based on the steering wheel angular rate and the vehicle speed includes: The third compensation torque is determined based on the steering wheel angle rate and the vehicle speed; The first compensation torque is determined based on the third compensation torque, the target wheel speed, and the difference between the wheel speeds.

6. The method according to any one of claims 1 to 5, characterized in that, The method further includes: Obtain road surface adhesion information at the location of the vehicle; The step of determining the first compensation torque of the vehicle at the second moment based on the steering wheel angular rate and the vehicle speed includes: The first compensation torque is determined based on the road surface adhesion information, the steering wheel angular rate, and the vehicle speed.

7. The method according to any one of claims 1 to 6, characterized in that, The step of controlling the vehicle's movement based on the first compensated torque includes: Based on the steering wheel angle rate, the vehicle's motor is controlled to output the first compensation torque.

8. The method according to claim 7, characterized in that, The step of controlling the vehicle's motor to output the first compensated torque based on the steering wheel angular rate includes: When the steering wheel angular rate is greater than or equal to the angular rate threshold, the motor is controlled to output the first compensation torque according to the first filtering coefficient. Alternatively, when the steering wheel angular rate is less than the angular rate threshold, the motor is controlled to output the first compensation torque according to the second filter coefficient; The first filter coefficient is greater than the second filter coefficient.

9. A control device, characterized in that, The device includes: The acquisition unit is used to acquire the yaw angle of the vehicle when the vehicle is in a crabging state; and to acquire the steering wheel turning rate and vehicle speed of the vehicle at a first moment when the yaw angle is greater than or equal to a preset angle. The determining unit is configured to determine the first compensation torque of the vehicle at a second moment based on the steering wheel angular rate and the vehicle speed, wherein the second moment is after the first moment; The control unit is used to control the vehicle's movement based on the first compensated torque.

10. The apparatus according to claim 9, characterized in that, The acquisition unit is further configured to acquire the first steering wheel angle of the vehicle at the first moment; The determining unit is specifically used for: The second steering wheel angle of the vehicle at the second moment is determined based on the steering wheel angle rate and the first steering wheel angle. The first compensation torque is determined based on the second steering wheel angle and the vehicle speed.

11. The apparatus according to claim 9 or 10, characterized in that, The first compensation torque includes the left rear wheel compensation torque and the right rear wheel compensation torque. The determining unit is specifically used for: The total compensation torque for the rear wheels is determined based on the steering wheel angle rate and the vehicle speed. The compensation torque for the left rear wheel and the compensation torque for the right rear wheel are determined based on the total compensation torque of the rear wheels and the preset rear wheel torque ratio.

12. The apparatus according to any one of claims 9 to 11, characterized in that, The determining unit is specifically used for: The second compensation torque is determined based on the steering wheel angular rate and the vehicle speed; The first compensation torque is determined based on the second compensation torque and preset parameters, wherein the preset parameters include the target yaw angle and / or the target yaw rate.

13. The apparatus according to any one of claims 9 to 12, characterized in that, The determining unit is further configured to determine the target wheel speed based on the vehicle speed; The acquisition unit is also used to acquire the wheel speed of the vehicle; The determining unit is specifically used for: The third compensation torque is determined based on the steering wheel angle rate and the vehicle speed; The first compensation torque is determined based on the third compensation torque, the target wheel speed, and the difference between the wheel speeds.

14. The apparatus according to any one of claims 9 to 13, characterized in that, The acquisition unit is also used to acquire road surface adhesion information of the vehicle's location; The determining unit is specifically used for: The first compensation torque is determined based on the road surface adhesion information, the steering wheel angular rate, and the vehicle speed.

15. The apparatus according to any one of claims 9 to 14, characterized in that, The control unit is specifically used for: Based on the steering wheel angle rate, the vehicle's motor is controlled to output the first compensation torque.

16. The apparatus according to claim 15, characterized in that, The control unit is specifically used for: When the steering wheel angular rate is greater than or equal to the angular rate threshold, the motor is controlled to output the first compensation torque according to the first filtering coefficient. Alternatively, when the steering wheel angular rate is less than the angular rate threshold, the motor is controlled to output the first compensation torque according to the second filter coefficient; The first filter coefficient is greater than the second filter coefficient.

17. A control device, characterized in that, include: Memory, used to store computer programs; A processor for executing the computer program stored in the memory to cause the apparatus to perform the method as described in any one of claims 1 to 8.

18. A vehicle, characterized in that, Includes the control device as described in any one of claims 9 to 17.

19. A computer-readable storage medium, characterized in that, It stores a computer program that, when executed by a computer, enables the implementation of the method as described in any one of claims 1 to 8.

20. A computer program product, characterized in that, The computer program product includes computer program code that, when run on a computer, causes the computer to perform the method as described in any one of claims 1 to 8.

21. A chip, characterized in that, include: A circuit for performing the method as described in any one of claims 1 to 8.

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