Vehicle spin turn control method and apparatus, vehicle, and storage medium

Abstract

The present application is suitable for the technical field of vehicles, and provides a vehicle spin turn control method and apparatus, a vehicle, and a storage medium. The vehicle spin turn control method comprises: when a wheel slips, on the basis of the load of the slipping wheel, the rolling radius of the slipping wheel and a ground adhesion coefficient corresponding to the slipping wheel, calculating a maximum driving torque of the slipping wheel; on the basis of the degree of opening of an accelerator pedal and the ground adhesion coefficient corresponding to the slipping wheel, determining a target wheel speed of the slipping wheel; on the basis of the target wheel speed and an actual wheel speed of the slipping wheel, determining a correction coefficient; on the basis of the correction coefficient, the maximum driving torque and the current driving torque of the slipping wheel, determining a target driving torque of the slipping wheel; and on the basis of the target driving torque of the slipping wheel, determining driving torques of the other wheels of a vehicle. The vehicle spin turn control method provided by embodiments of the present application can solve the problem of vehicle instability caused by wheel slip during a spin turn of a vehicle.

Description

Vehicle in-situ steering control method, device, vehicle and storage medium

[0001] This application claims priority to the Chinese patent application filed with the China Patent Office on December 28, 2023, with application number 202311832534.6 and invention name “Vehicle in-place steering control method, device, vehicle and storage medium”. Technical Field

[0002] The present application relates to the field of vehicle technology, and in particular to a method and device for controlling vehicle in-situ steering, a vehicle, and a storage medium. Background Art

[0003] Vehicles are an indispensable means of transportation in modern life, bringing great convenience to people's travel. However, turning in tight spaces is unavoidable, especially in busy alleys or residential areas. This not only makes turning difficult but also causes traffic congestion. To address this issue, pivoting technology has emerged. However, when pivoting on low-grip surfaces, tires can easily slip, causing the vehicle to veer off the road and affecting its stability. Summary of the Invention

[0004] One of the purposes of the embodiments of the present application is to provide a method, device, vehicle and storage medium for controlling vehicle in-situ steering.

[0005] The technical solution adopted in the embodiment of this application is:

[0006] In a first aspect, an embodiment of the present application provides a method for controlling vehicle in-situ steering, comprising:

[0007] When a wheel slips, the maximum driving torque of the slipping wheel is calculated according to the load of the slipping wheel, the rolling radius of the slipping wheel and the ground adhesion coefficient corresponding to the slipping wheel;

[0008] determining a target wheel speed of the slipping wheel according to an opening degree of an accelerator pedal and a ground adhesion coefficient corresponding to the slipping wheel;

[0009] determining a correction coefficient according to the target wheel speed and the actual wheel speed of the slipping wheel;

[0010] determining a target driving torque for the slipping wheel according to the correction coefficient, the maximum driving torque and the current driving torque of the slipping wheel;

[0011] The driving torques of the remaining wheels of the vehicle are determined based on the target driving torque of the slipping wheel.

[0012] In a possible implementation of the first aspect, calculating the maximum driving torque of the slipping wheel according to the load of the slipping wheel, the rolling radius of the slipping wheel, and the ground adhesion coefficient corresponding to the slipping wheel includes:

[0013] The product of the load of the slipping wheel, the rolling radius of the slipping wheel, and the ground adhesion coefficient corresponding to the slipping wheel is calculated to obtain the maximum driving torque.

[0014] In a possible implementation of the first aspect, determining the correction coefficient according to the target wheel speed and the actual wheel speed of the slipping wheel includes:

[0015] determining an error wheel speed according to the target wheel speed of the slipping wheel and the actual wheel speed of the slipping wheel;

[0016] Perform PID adjustment on the error wheel speed to obtain the correction coefficient.

[0017] In a possible implementation of the first aspect, determining the wheel speed error according to the target wheel speed of the slipping wheel and the actual wheel speed of the slipping wheel includes:

[0018] The difference between the target wheel speed of the slipping wheel and the actual wheel speed of the slipping wheel is calculated to obtain the error wheel speed.

[0019] In a possible implementation of the first aspect, determining the target driving torque according to the correction coefficient, the maximum driving torque, and the current driving torque of the slipping wheel includes:

[0020] When the current driving torque of the slipping wheel is a positive driving torque, the correction coefficient and the maximum driving torque are substituted into a first formula to obtain the target driving torque;

[0021] The first formula is:

[0022] T0=T max ×(1+ε / 100)

[0023] When the current driving torque of the slipping wheel is a negative driving torque, the correction coefficient and the maximum driving torque are substituted into a second formula to obtain the target driving torque;

[0024] The second formula is:

[0025] T0=-T max ×(1+ε / 100)

[0026] Wherein, T0 is the target driving torque, T max is the maximum driving torque, and ε is the correction coefficient.

[0027] In a possible implementation manner of the first aspect, the correction coefficient is a value between -100 and 0.

[0028] In a possible implementation of the first aspect, determining the driving torque of the remaining wheels of the vehicle based on the target driving torque of the slipping wheel includes:

[0029] determining the driving torque of a first wheel on the same side as the slipping wheel according to the front and rear axle torque distribution ratio and the target driving torque of the slipping wheel;

[0030] determining a driving torque of a second wheel coaxial with the slipping wheel according to the target driving torque of the slipping wheel;

[0031] The driving torque of a third wheel on the same side as the first wheel is determined based on the driving torque of the first wheel.

[0032] In a possible implementation of the first aspect, the vehicle pivot steering control method further includes:

[0033] A ground adhesion coefficient corresponding to the slipping wheel is determined according to the load of the slipping wheel and the current driving torque of the slipping wheel.

[0034] In a possible implementation of the first aspect, determining the ground adhesion coefficient corresponding to the slipping wheel according to the load of the slipping wheel and the current driving torque of the slipping wheel includes:

[0035] The quotient of the load of the slipping wheel and the current driving torque of the slipping wheel is calculated to obtain the ground adhesion coefficient corresponding to the slipping wheel.

[0036] In a possible implementation of the first aspect, the vehicle pivot steering control method further includes:

[0037] When a plurality of wheels of the vehicle slip, determining a target driving torque for each slipping wheel;

[0038] Calculating the absolute value of the difference between the target driving torque and the current driving torque corresponding to each slipping wheel to obtain a change value of the driving torque of each slipping wheel;

[0039] Divide the change value of the driving torque corresponding to each slipping wheel by the current driving torque to obtain the driving torque change rate of each slipping wheel;

[0040] The slipping wheel with the largest driving torque change rate is taken as the target slipping wheel;

[0041] The driving torque of the remaining wheels of the vehicle is determined according to the target driving torque corresponding to the target slipping wheel.

[0042] In a second aspect, an embodiment of the present application provides a vehicle in-situ steering control device, comprising:

[0043] a maximum driving torque determination module, configured to calculate the maximum driving torque of the slipping wheel according to the load of the slipping wheel, the rolling radius of the slipping wheel, and the ground adhesion coefficient corresponding to the slipping wheel when the wheel slips;

[0044] a target wheel speed determination module, configured to determine a target wheel speed of the slipping wheel according to an opening degree of an accelerator pedal and a ground adhesion coefficient corresponding to the slipping wheel;

[0045] a coefficient determination module, configured to determine a correction coefficient based on the target wheel speed and the actual wheel speed of the slipping wheel;

[0046] a target driving torque determination module, configured to determine a target driving torque of the slipping wheel according to the correction coefficient, the maximum driving torque, and the current driving torque of the slipping wheel;

[0047] The vehicle wheel torque determination module is used to determine the driving torque of the remaining wheels of the vehicle according to the target driving torque of the slipping wheel.

[0048] In a third aspect, an embodiment of the present application provides a vehicle comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor implements any one of the methods described in the first aspect when executing the computer program.

[0049] In a fourth aspect, an embodiment of the present application provides a computer-readable storage medium, wherein the computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the method according to any one of the first aspects is implemented.

[0050] In a fifth aspect, an embodiment of the present application provides a computer program product, which, when running on a vehicle, enables the vehicle to execute any of the methods described in the first aspect above.

[0051] The first aspect of the present application has the following advantages over the prior art: When a wheel slips during a vehicle pivot turn, the maximum driving torque of the slipping wheel is calculated based on the load on the slipping wheel, the rolling radius of the slipping wheel, and the road adhesion coefficient corresponding to the slipping wheel. The maximum driving torque represents the maximum driving torque that can be provided to the slipping wheel under the current circumstances. A target wheel speed for the slipping wheel is then determined based on the accelerator pedal position and the road adhesion coefficient corresponding to the slipping wheel. The target wheel speed represents the appropriate wheel speed for the slipping wheel under the current circumstances. A correction factor is then determined based on the target wheel speed and the actual wheel speed of the slipping wheel. The target driving torque for the slipping wheel is determined based on the correction factor, the maximum driving torque, and the current driving torque of the slipping wheel. When the slipping wheel is driven at the target driving torque, the wheel speed of the slipping wheel is adjusted to the target wheel speed, thereby preventing wheel slip. Finally, the driving torque for the remaining wheels of the vehicle is determined based on the target driving torque of the slipping wheel, thereby reconfiguring the driving torques of the individual wheels of the vehicle, ensuring that each wheel does not slip and that the vehicle's center of mass is relatively stable, enabling the vehicle to achieve stable pivot turns.

[0052] It can be understood that the beneficial effects of the second to fifth aspects mentioned above can be found in the relevant description of the first aspect mentioned above, and will not be repeated here. BRIEF DESCRIPTION OF THE DRAWINGS

[0053] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0054] FIG1 is a schematic flow chart of a vehicle stationary steering control method provided by an embodiment of the present application;

[0055] FIG2 is a schematic flow chart of a vehicle pivot steering control method according to another embodiment of the present application;

[0056] FIG3 is a flow chart of a vehicle stationary steering control method provided by another embodiment of the present application;

[0057] FIG4 is a schematic structural diagram of a vehicle in-situ steering control device provided in an embodiment of the present application;

[0058] FIG5 is a schematic structural diagram of a vehicle provided in an embodiment of the present application. Modes for Carrying Out the Invention

[0059] In the following description, specific details such as specific system structures and techniques are provided for purposes of illustration rather than limitation to facilitate a thorough understanding of the embodiments of the present application. However, it will be apparent to those skilled in the art that the present application may be implemented in other embodiments without these specific details. In other cases, detailed descriptions of well-known systems, devices, circuits, and methods are omitted to avoid obscuring the description of the present application with unnecessary detail.

[0060] It should be understood that when used in the present specification and the appended claims, the term "comprising" indicates the presence of described features, integers, steps, operations, elements and / or components, but does not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components and / or collections thereof.

[0061] It will also be understood that the term "and / or" used in this specification and the appended claims refers to and includes any and all possible combinations of one or more of the associated listed items.

[0062] As used in this specification and the appended claims, the term "if" can be interpreted as "when" or "upon" or "in response to determining" or "in response to detecting," depending on the context. Similarly, the phrase "if it is determined" or "if [described condition or event] is detected" can be interpreted as meaning "upon determination" or "in response to determining" or "upon detection of [described condition or event]" or "in response to detecting [described condition or event]," depending on the context.

[0063] In addition, in the description of the present application specification and the appended claims, the terms "first", "second", "third", etc. are only used to distinguish the descriptions and cannot be understood as indicating or implying relative importance.

[0064] References to "one embodiment" or "some embodiments" in this specification mean that a particular feature, structure, or characteristic described in conjunction with that embodiment is included in one or more embodiments of the present application. Thus, phrases such as "in one embodiment," "in some embodiments," "in other embodiments," and "in other embodiments" appearing in various places in 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 "including," "comprising," "having," and variations thereof all mean "including but not limited to," unless otherwise specifically emphasized.

[0065] FIG1 is a flow chart of a method for controlling vehicle pivoting according to an embodiment of the present invention. Referring to FIG1 , the method for controlling vehicle pivoting includes steps S101 to S105.

[0066] Step S101 , when a wheel is slipping, the maximum driving torque of the slipping wheel is calculated according to the load of the slipping wheel, the rolling radius of the slipping wheel and the ground adhesion coefficient corresponding to the slipping wheel.

[0067] Specifically, when a vehicle is turning in place and a wheel slips, the load, rolling radius, and ground adhesion coefficient of the slipping wheel are obtained. The load and rolling radius of the slipping wheel can be obtained by sensors installed on the vehicle. The ground adhesion coefficient of the slipping wheel can be calculated based on the load of the slipping wheel and the current driving torque of the slipping wheel.

[0068] For example, the calculation formula of the ground adhesion coefficient corresponding to the slipping wheel can be:

[0069] μ x =F x / F z

[0070] Among them, μ x is the ground adhesion coefficient corresponding to the slipping wheel, F z is the load of the slipping wheel, F x is the current driving torque of the slipping wheel.

[0071] When a vehicle is in motion, each wheel will have a corresponding maximum driving torque. This maximum driving torque is related to the wheel load, the ground adhesion coefficient at the wheel's location, and the wheel's rolling radius. The greater the wheel load, the greater the ground adhesion coefficient at the wheel's location, and the larger the wheel's rolling radius, the greater the corresponding maximum driving torque of the wheel. The smaller the wheel load, the smaller the ground adhesion coefficient at the wheel's location, and the smaller the wheel's rolling radius, the smaller the corresponding maximum driving torque of the wheel. Therefore, after obtaining the load of the slipping wheel, the rolling radius of the slipping wheel, and the ground adhesion coefficient corresponding to the slipping wheel, the maximum driving torque of the slipping wheel is calculated based on the load of the slipping wheel, the rolling radius of the slipping wheel, and the ground adhesion coefficient corresponding to the slipping wheel.

[0072] Exemplarily, the product of the load of the slipping wheel, the rolling radius of the slipping wheel, and the ground adhesion coefficient corresponding to the slipping wheel is calculated to obtain the maximum driving torque.

[0073] The calculation formula of the maximum driving torque can be:

[0074] T max =μ x F z Rη

[0075] Among them, T maxis the maximum driving torque, R is the rolling radius of the slipping wheel, F z is the load of the slipping wheel, μ x is the ground adhesion coefficient corresponding to the slipping wheel, and η is the preset torque correction factor.

[0076] The maximum driving torque represents the maximum driving torque allowed for the slipping wheel under the current circumstances. The maximum driving torque is subsequently used to calculate the target driving torque for the slipping wheel to ensure that the calculated target driving torque does not exceed the maximum driving torque to prevent the wheel from slipping.

[0077] Step S102: determining a target wheel speed of the slipping wheel according to the opening degree of the accelerator pedal and the ground adhesion coefficient corresponding to the slipping wheel.

[0078] Specifically, the accelerator pedal position can be acquired by a sensor on the vehicle. Once the accelerator pedal position and the road adhesion coefficient corresponding to the slipping wheel are determined, a target wheel speed for the slipping wheel can be determined based on the accelerator pedal position and the road adhesion coefficient corresponding to the slipping wheel. Since the target wheel speed is determined based on the accelerator pedal position and the road adhesion coefficient corresponding to the slipping wheel, if the slipping wheel rotates at the target wheel speed, the slipping wheel can be stopped.

[0079] Designers can pre-design multiple sets of corresponding accelerator pedal positions, corresponding road adhesion coefficients for slipping wheels, and wheel speeds. These values ​​for each set are then associated and stored. Once the accelerator pedal position and corresponding road adhesion coefficient for the slipping wheel are determined, the corresponding wheel speed, i.e., the target wheel speed, can be determined based on these values.

[0080] Step S103: determining a correction coefficient according to the target wheel speed and the actual wheel speed of the slipping wheel.

[0081] Specifically, the actual wheel speed of the slipping wheel can be obtained through sensors on the vehicle. After determining the target wheel speed and the actual wheel speed of the slipping wheel, the difference between the target wheel speed and the actual wheel speed of the slipping wheel can be calculated to obtain the error wheel speed. This error wheel speed is then input into a PID (Proportion-Integral-Differential) controller, which performs PID adjustment on the error wheel speed to obtain a correction coefficient.

[0082] The correction coefficient represents the degree of correction to the drive torque. The greater the wheel speed error, the larger the absolute value of the correction coefficient, and the smaller the wheel speed error, the smaller the absolute value of the correction coefficient. The correction coefficient is a value between -100 and 0.

[0083] Step S104 : determining the target driving torque of the slipping wheel according to the correction coefficient, the maximum driving torque and the current driving torque of the slipping wheel.

[0084] Specifically, when the current driving torque of the slipping wheel is a positive driving torque, the correction coefficient and the maximum driving torque are substituted into the first formula to obtain the target driving torque;

[0085] The first formula is:

[0086] T0=T max ×(1+ε / 100)

[0087] Among them, T0 is the target driving torque, T max is the maximum driving torque, and ε is the correction coefficient.

[0088] When the current driving torque of the slipping wheel is a negative driving torque, the correction coefficient and the maximum driving torque are substituted into the second formula to obtain the target driving torque;

[0089] The second formula is:

[0090] T0=-T max ×(1+ε / 100)

[0091] Among them, T0 is the target driving torque, T max is the maximum driving torque, and ε is the correction coefficient.

[0092] Therefore, when the slipping wheel is driven by the target driving torque, the wheel speed of the slipping wheel can be adjusted to the target wheel speed so that the slipping wheel no longer slips.

[0093] In some embodiments, each motor is assigned a torque limit, meaning the torque output by each motor cannot exceed the torque limit. To prevent the determined target drive torque from exceeding the motor's torque limit, after determining the target drive torque for the slipping wheel, the target drive torque is compared with the torque limit of the motor corresponding to the slipping wheel. If the target drive torque is within the motor's torque limit, the target drive torque is determined to be valid. If the target drive torque exceeds the motor's torque limit, the target drive torque is determined to be invalid, and the motor's torque limit is output.

[0094] Step S105 , determining the driving torque of the remaining wheels of the vehicle according to the target driving torque of the slipping wheel.

[0095] Specifically, based on the target driving torque of the slipping wheel, the driving torque of the remaining wheels of the vehicle is determined, and the driving torque of all wheels on the vehicle is reconfigured so that the wheels of the vehicle will not slip, and the center of mass of the vehicle is ensured to be relatively stable, so that the vehicle can achieve stable on-the-spot turning.

[0096] In some embodiments, as shown in FIG. 2 , step S105 may specifically include steps S1051 to S1053 .

[0097] Step S1051: Determine the driving torque of the first wheel on the same side as the slipping wheel according to the front and rear axle torque distribution ratio and the target driving torque of the slipping wheel.

[0098] Specifically, when the vehicle is turning in place, the driving torque of the front axle wheels and the driving torque of the rear axle wheels are in a certain ratio, namely the front and rear axle torque distribution ratio. The first wheel and the slipping wheel are two wheels on the same side. If the ratio of the driving torque of the front axle wheels to the driving torque of the rear axle wheels is 6:4, the slipping wheel is the left front axle wheel, and the target driving torque of the slipping wheel is determined to be T0, then the left rear axle wheel is the first wheel, and the determined driving torque of the first wheel is 2T0 / 3.

[0099] If the ratio of the driving torque of the front axle wheels to the driving torque of the rear axle wheels is 6:4, the slipping wheel is the right rear axle wheel, and the determined target driving torque of the slipping wheel is T0, then the right front axle wheel is the first wheel, and the determined driving torque of the first wheel is 3T0 / 2.

[0100] Step S1052: Determine the driving torque of a second wheel coaxial with the slipping wheel according to the target driving torque of the slipping wheel.

[0101] Specifically, when turning in place, the vehicle must ensure that the drive torques of the two coaxial wheels are equal in magnitude and opposite in direction. The second wheel and the slipping wheel are coaxial wheels. If the slipping wheel is the left front axle wheel and the target drive torque for the slipping wheel is T0, then the right front axle wheel is the second wheel, and the target drive torque for the second wheel is -T0.

[0102] If the slipping wheel is the right rear axle wheel and the determined target driving torque of the slipping wheel is -T0, then the left rear axle wheel is the second wheel and the determined driving torque of the second wheel is T0.

[0103] Step S1053: Determine the driving torque of the third wheel on the same side as the first wheel based on the driving torque of the first wheel.

[0104] Specifically, the third wheel and the first wheel are coaxial wheels on opposite sides. The driving torque of the first wheel and the driving torque of the third wheel are equal in magnitude but opposite in direction. Therefore, after determining the driving torque of the first wheel, the driving torque of the third wheel can be determined based on the driving torque of the first wheel.

[0105] Through steps S1051 to S1053, the driving torque of all wheels on the vehicle is redistributed to ensure that the left and right yaw moments of the vehicle are balanced, the center of mass of the vehicle is relatively stable, and all wheels on the vehicle do not slip, so that the vehicle can achieve stable on-the-spot turning.

[0106] In one embodiment of the present application, as shown in FIG3 , the vehicle in-situ steering control method further includes steps S301 to S305 .

[0107] Step S301 : When multiple wheels of a vehicle slip, determine the target driving torque of each slipping wheel.

[0108] Specifically, when the vehicle is turning in place, multiple wheels may slip. In this case, steps S101 to S104 are executed to calculate the target driving torque of each slipping wheel.

[0109] Step S302 , calculating the absolute value of the difference between the target driving torque corresponding to each slipping wheel and the current driving torque, and obtaining a change value of the driving torque of each slipping wheel.

[0110] Specifically, after the target driving torque of each slipping wheel is determined, the target driving torque corresponding to each slipping wheel is subtracted from the current driving torque and the absolute value is taken to obtain a change value of the driving torque of each slipping wheel.

[0111] Step S303 : Divide the change value of the driving torque corresponding to each slipping wheel by the current driving torque to obtain the driving torque change rate of each slipping wheel.

[0112] Specifically, after determining the change value of the driving torque of each slipping wheel, the change value of the driving torque corresponding to each slipping wheel is divided by the current driving torque to obtain the driving torque change rate of each slipping wheel. The driving torque change rate represents the degree of change of the driving torque of each slipping wheel.

[0113] Step S304: The slipping wheel with the largest driving torque change rate is used as the target slipping wheel.

[0114] Specifically, the slipping wheel with the largest driving torque change rate is taken as the target slipping wheel, that is, the slipping wheel with the largest degree of driving torque change is taken as the target slipping wheel.

[0115] Step S305 , determining the driving torque of the remaining wheels of the vehicle according to the target driving torque corresponding to the target slipping wheel.

[0116] Specifically, the driving torque of the remaining wheels of the vehicle is determined based on the target driving torque corresponding to the target slipping wheel. The method for determining the driving torque of the remaining wheels of the vehicle can refer to steps S1051 to S1053.

[0117] Since the driving torque of the target slipping wheel changes the most, after adjusting the driving torque of other wheels of the vehicle according to the target driving torque corresponding to the target slipping wheel, it can be ensured that the target slipping wheel and other slipping wheels will no longer slip, ensuring that the vehicle can achieve stable on-the-spot turning.

[0118] It should be understood that the size of the serial numbers of the steps in the above embodiments does not mean 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.

[0119] FIG4 shows a schematic structural diagram of a vehicle in-situ steering control device provided by an embodiment of the present application. Referring to FIG4 , the vehicle in-situ steering control device includes:

[0120] a maximum driving torque determination module 41 for calculating the maximum driving torque of the slipping wheel according to the load of the slipping wheel, the rolling radius of the slipping wheel, and the ground adhesion coefficient corresponding to the slipping wheel when the wheel slips;

[0121] a target wheel speed determination module 42 for determining a target wheel speed of the slipping wheel according to an accelerator pedal opening and a ground adhesion coefficient corresponding to the slipping wheel;

[0122] a coefficient determination module 43, configured to determine a correction coefficient according to the target wheel speed and the actual wheel speed of the slipping wheel;

[0123] a target driving torque determination module 44 for determining a target driving torque of the slipping wheel according to the correction coefficient, the maximum driving torque and the current driving torque of the slipping wheel;

[0124] The vehicle wheel torque determination module 45 is configured to determine the driving torque of the remaining vehicle wheels according to the target driving torque of the slipping wheel.

[0125] In one embodiment of the present application, the maximum driving torque determination module 41 is further configured to:

[0126] The product of the load of the slipping wheel, the rolling radius of the slipping wheel, and the ground adhesion coefficient corresponding to the slipping wheel is calculated to obtain the maximum driving torque.

[0127] In one embodiment of the present application, the coefficient determination module 43 is further configured to:

[0128] determining an error wheel speed according to the target wheel speed of the slipping wheel and the actual wheel speed of the slipping wheel;

[0129] Perform PID adjustment on the error wheel speed to obtain the correction coefficient.

[0130] In one embodiment of the present application, the coefficient determination module 43 is further configured to:

[0131] The difference between the target wheel speed of the slipping wheel and the actual wheel speed of the slipping wheel is calculated to obtain the error wheel speed.

[0132] In one embodiment of the present application, the target driving torque determination module 44 is further configured to:

[0133] When the current driving torque of the slipping wheel is a positive driving torque, the correction coefficient and the maximum driving torque are substituted into a first formula to obtain the target driving torque;

[0134] The first formula is:

[0135] T0=T max ×(1+ε / 100)

[0136] When the current driving torque of the slipping wheel is a negative driving torque, the correction coefficient and the maximum driving torque are substituted into a second formula to obtain the target driving torque;

[0137] The second formula is:

[0138] T0=-T max ×(1+ε / 100)

[0139] Wherein, T0 is the target driving torque, T max is the maximum driving torque, and ε is the correction coefficient.

[0140] In one embodiment of the present application, the vehicle wheel torque determination module 45 is further configured to:

[0141] determining the driving torque of a first wheel on the same side as the slipping wheel according to the front and rear axle torque distribution ratio and the target driving torque of the slipping wheel;

[0142] determining a driving torque of a second wheel coaxial with the slipping wheel according to the target driving torque of the slipping wheel;

[0143] The driving torque of a third wheel on the same side as the first wheel is determined based on the driving torque of the first wheel.

[0144] In one embodiment of the present application, the vehicle in-situ steering control device further includes:

[0145] a multi-wheel torque determination module, configured to determine a target driving torque for each slipping wheel when multiple wheels of the vehicle slip;

[0146] A first calculation module is used to calculate the absolute value of the difference between the target driving torque corresponding to each slipping wheel and the current driving torque to obtain a change value of the driving torque of each slipping wheel;

[0147] a second calculation module, configured to divide the change value of the driving torque corresponding to each slipping wheel by the current driving torque to obtain a driving torque change rate of each slipping wheel;

[0148] a target slipping wheel determination module, configured to determine the slipping wheel with the largest driving torque change rate as the target slipping wheel;

[0149] The remaining wheel torque determination module is used to determine the driving torque of the remaining wheels of the vehicle according to the target driving torque corresponding to the target slipping wheel.

[0150] Those skilled in the art can clearly understand that, for the convenience and brevity of description, only the division of the above-mentioned functional units and modules is used as an example for illustration. In actual applications, the above-mentioned functions can be distributed and completed by different functional units and modules as needed, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above. The functional units and modules in the embodiment can be integrated into one processing unit, or each unit can exist physically alone, or two or more units can be integrated into one unit. The above-mentioned integrated unit can be implemented in the form of hardware or in the form of software functional units. In addition, the specific names of the functional units and modules are only for the convenience of distinguishing each other, and are not used to limit the scope of protection of this application. The specific working process of the units and modules in the above-mentioned system can refer to the corresponding process in the aforementioned method embodiment, and will not be repeated here.

[0151] Figure 5 is a schematic diagram of the structure of a vehicle provided in an embodiment of the present application. As shown in Figure 5 , the vehicle 5 of this embodiment may include: at least one processor 50 (only one processor 50 is shown in Figure 5 ), a memory 51, and a computer program 52 stored in the memory 51 and executable on the at least one processor 50. When the processor 50 executes the computer program 52, it implements the steps of any of the above-described method embodiments, such as steps S101 to S105 in the embodiment shown in Figure 1 . Alternatively, when the processor 50 executes the computer program 52, it implements the functions of the modules / units in the above-described device embodiments, such as the functions of modules 41 to 45 shown in Figure 4 .

[0152] For example, the computer program 52 may be divided into one or more modules / units, which are stored in the memory 51 and executed by the processor 50 to implement the present application. The one or more modules / units may be a series of computer program 52 instruction segments capable of performing specific functions, and the instruction segments are used to describe the execution process of the computer program 52 in the vehicle 5.

[0153] The embodiment of the present application further provides a computer-readable storage medium, which stores a computer program 52 . When the computer program 52 is executed by the processor 50 , the steps in the above-mentioned method embodiments can be implemented.

[0154] An embodiment of the present application provides a computer program product. When the computer program product is run on a vehicle, the vehicle can implement the steps in the above-mentioned various method embodiments when executing the computer program product.

[0155] If the integrated unit is implemented as a software functional unit and sold or used as a standalone product, it can be stored in a computer-readable storage medium. Based on this understanding, the present application implements all or part of the process steps in the above-mentioned method embodiments by instructing the relevant hardware through a computer program 52. The computer program 52 can be stored in a computer-readable storage medium. When executed by the processor 50, the computer program 52 can implement the steps of each of the above-mentioned method embodiments. The computer program 52 includes computer program code, which can be in source code form, object code form, executable file, or some intermediate form. The computer-readable medium can include at least: any entity or device capable of carrying computer program code to a terminal, recording medium, computer memory, read-only memory (ROM), random access memory (RAM), electric carrier signals, telecommunication signals, and software distribution media. Examples include USB flash drives, removable hard drives, magnetic disks, or optical disks. In some jurisdictions, based on legislation and patent practice, computer-readable media cannot be electric carrier signals or telecommunication signals.

[0156] In the above embodiments, the description of each embodiment has its own focus. For parts that are not described or recorded in detail in a certain embodiment, reference can be made to the relevant description of other embodiments.

[0157] Those skilled in the art will appreciate that the units and algorithm steps of each example 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 performed in hardware or software depends on the specific application and design constraints of the technical solution. Professional and technical personnel 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.

[0158] In the embodiments provided in this application, it should be understood that the disclosed devices / network equipment and methods can be implemented in other ways. For example, the device / network equipment embodiments described above are merely illustrative. For example, the division of the modules or units is merely a logical function division. In actual implementation, there may be other division methods, such as multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0159] The units described as separate components may or may not be physically separate, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed across multiple network units. Some or all of these units may be selected to achieve the purpose of this embodiment according to actual needs.

[0160] The above-described embodiments are only used to illustrate the technical solutions of the present application, rather than to limit them. Although the present application has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. These modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the various embodiments of the present application, and should all be included in the scope of protection of the present application.

Claims

1. A vehicle in-situ steering control method, characterized in that, Including: When the wheel slips, calculate the maximum driving torque of the slipping wheel according to the load of the slipping wheel, the rolling radius of the slipping wheel, and the ground adhesion coefficient corresponding to the slipping wheel; Determine the target wheel speed of the slipping wheel according to the opening of the accelerator pedal and the ground adhesion coefficient corresponding to the slipping wheel; Determine a correction coefficient according to the target wheel speed and the actual wheel speed of the slipping wheel; Determine the target driving torque of the slipping wheel according to the correction coefficient, the maximum driving torque, and the current driving torque of the slipping wheel; Determine the driving torques of the remaining wheels of the vehicle according to the target driving torque of the slipping wheel.

2. The vehicle in-situ steering control method according to claim 1, characterized in that The calculating the maximum driving torque of the slipping wheel according to the load of the slipping wheel, the rolling radius of the slipping wheel, and the ground adhesion coefficient corresponding to the slipping wheel includes: Calculate the product of the load of the slipping wheel, the rolling radius of the slipping wheel, and the ground adhesion coefficient corresponding to the slipping wheel to obtain the maximum driving torque.

3. The vehicle in-situ steering control method according to claim 1, characterized in that The determining a correction coefficient according to the target wheel speed and the actual wheel speed of the slipping wheel includes: Determine an error wheel speed according to the target wheel speed and the actual wheel speed of the slipping wheel; Perform PID adjustment on the error wheel speed to obtain the correction coefficient.

4. The vehicle in-situ steering control method according to claim 3, characterized in that The determining an error wheel speed according to the target wheel speed and the actual wheel speed of the slipping wheel includes: Calculate the difference between the target wheel speed and the actual wheel speed of the slipping wheel to obtain the error wheel speed.

5. The vehicle in-situ steering control method according to claim 1, characterized in that The determining the target driving torque according to the correction coefficient, the maximum driving torque, and the current driving torque of the slipping wheel includes: When the current driving torque of the slipping wheel is a positive driving torque, substitute the correction coefficient and the maximum driving torque into the first formula to obtain the target driving torque; The first formula is: T0=T max ×(1+ε / 100) When the current driving torque of the slipping wheel is a negative driving torque, substitute the correction coefficient and the maximum driving torque into the second formula to obtain the target driving torque; The second formula is: T0 = -T max ×(1 + ε / 100) Among them, T0 is the target driving torque, T max is the maximum driving torque, and ε is the correction coefficient.

6. The vehicle in-situ steering control method according to claim 5, characterized in that, The correction coefficient is a value between -100 and 0.

7. The vehicle in-situ steering control method according to claim 1, wherein The determining the driving torques of the remaining wheels of the vehicle according to the target driving torque of the slipping wheel includes: Determine the driving torque of the first wheel on the same side as the slipping wheel according to the front and rear axle torque distribution ratio and the target driving torque of the slipping wheel; Determine the driving torque of the second wheel coaxial with the slipping wheel according to the target driving torque of the slipping wheel; Determine the driving torque of the third wheel on the same side as the first wheel according to the driving torque of the first wheel.

8. The vehicle in-situ steering control method according to claim 1, characterized in that, The vehicle in-situ steering control method further includes: Determine the ground adhesion coefficient corresponding to the slipping wheel according to the load of the slipping wheel and the current driving torque of the slipping wheel.

9. The vehicle in-situ steering control method according to claim 8, wherein, The determining the ground adhesion coefficient corresponding to the slipping wheel according to the load of the slipping wheel and the current driving torque of the slipping wheel includes: Calculate the quotient of the load of the slipping wheel and the current driving torque of the slipping wheel to obtain the ground adhesion coefficient corresponding to the slipping wheel.

10. The vehicle in-situ steering control method according to any one of claims 1-9, characterized in that, The vehicle in-situ steering control method further includes: When multiple wheels of the vehicle slip, determining the target driving torque of each slipping wheel; Calculating the absolute value of the difference between the target driving torque and the current driving torque corresponding to each slipping wheel to obtain the change value of the driving torque of each slipping wheel; Dividing the change value of the driving torque corresponding to each slipping wheel by the current driving torque to obtain the driving torque change rate of each slipping wheel; Taking the slipping wheel with the largest driving torque change rate as the target slipping wheel; Determining the driving torques of the remaining wheels of the vehicle according to the target driving torque corresponding to the target slipping wheel.

11. A vehicle in-situ steering control device, characterized in that, Including: A maximum driving torque determination module, configured to calculate the maximum driving torque of the slipping wheel according to the load of the slipping wheel, the rolling radius of the slipping wheel, and the ground adhesion coefficient corresponding to the slipping wheel when the wheel slips; A target wheel speed determination module, configured to determine the target wheel speed of the slipping wheel according to the opening degree of the accelerator pedal and the ground adhesion coefficient corresponding to the slipping wheel; A coefficient determination module, configured to determine a correction coefficient according to the target wheel speed and the actual wheel speed of the slipping wheel; A target driving torque determination module, configured to determine the target driving torque of the slipping wheel according to the correction coefficient, the maximum driving torque, and the current driving torque of the slipping wheel; A vehicle wheel torque determination module, configured to determine the driving torques of the remaining wheels of the vehicle according to the target driving torque of the slipping wheel.

12. A vehicle, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the computer program, the method described in any one of claims 1 to 10 is implemented.

13. A computer-readable storage medium storing a computer program, characterized in that, When the computer program is executed by the processor, the method described in any one of claims 1 to 10 is implemented.

14. A computer program product, characterized in that, When the computer program product runs on the vehicle, the vehicle is caused to execute the method described in any one of claims 1 to 10.

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