Center of mass offset correction method, controller, vehicle, and medium

Abstract

A center of mass offset correction method, a controller, a vehicle, and a medium. The method comprises: in an in-situ steering process of a vehicle, acquiring current center of mass coordinates of the vehicle; on the basis of the current center of mass coordinates and initial center of mass coordinates of the vehicle at the initial moment of the in-situ steering, determining a first center of mass offset and a first center of mass offset direction; when the first center of mass offset is greater than or equal to a preset dead zone threshold, on the basis of the first center of mass offset and the first center of mass offset direction, determining a first wheel speed adjustment parameter of a target wheel of the vehicle; and, on the basis of the first wheel speed adjustment parameter, performing wheel speed adjustment operation on the target wheel, so as to reduce the mass center offset of the vehicle.

Description

Centroid offset correction method, controller, vehicle and medium

[0001] This application claims priority to Chinese Patent Application No. 202410487298.7, filed on April 22, 2024, entitled "Method for Correcting Centroid Shift, Controller, Vehicle and Medium", the entire contents of which are incorporated herein by reference. Technical Field

[0002] This application relates to, but is not limited to, the field of vehicle in-situ steering technology, specifically to a centroid offset correction method, a controller, a vehicle, and a medium. Background Technology

[0003] In related technologies, when the road conditions are not ideal or the vehicle is unstable, the vehicle may deviate significantly during a stationary turn. In some usage scenarios (such as garages where the space for stationary turns is relatively small), if the center of gravity deviation during the stationary turn cannot be effectively controlled, a large center of gravity deviation may cause damage to pedestrians, objects, or the vehicle itself. For example, excessive deviation during parking may result in scraping or hitting a wall. Technical solutions

[0004] This application addresses the technical problem in the prior art that a vehicle may deviate significantly during a turn in place, and provides a centroid offset correction method, controller, vehicle, and medium.

[0005] This application provides a method for correcting centroid offset during in-situ turning, including:

[0006] During the vehicle's stationary turning process, the current centroid coordinates of the vehicle are obtained;

[0007] The first centroid offset and the first centroid offset direction are determined based on the current centroid coordinates and the initial centroid coordinates of the vehicle at the initial moment of the stationary turn.

[0008] In response to the first centroid offset being greater than or equal to a preset dead zone threshold, the first wheel speed adjustment parameter of the target wheel of the vehicle is determined based on the first centroid offset and the first centroid offset direction;

[0009] The target wheel is adjusted according to the first wheel speed adjustment parameter to reduce the vehicle's center of gravity offset.

[0010] This application also provides a controller, including a memory, a processor, and computer-readable instructions stored in the memory and executable on the processor, wherein the processor implements the above-described in-situ turning centroid offset correction method when executing the computer-readable instructions.

[0011] This application also provides a vehicle including the aforementioned controller.

[0012] This application also provides a computer-readable storage medium storing computer-readable instructions, which, when executed by a processor, implement the above-described in-situ turning centroid offset correction method.

[0013] The centroid offset correction method, controller, vehicle, and medium provided in this application include: acquiring the current centroid coordinates of the vehicle during a stationary turn; determining a first centroid offset and a first centroid offset direction based on the current centroid coordinates and the initial centroid coordinates of the vehicle at the initial moment of the stationary turn; in response to the first centroid offset being greater than or equal to a preset dead zone threshold, determining a first wheel speed adjustment parameter for a target wheel of the vehicle based on the first centroid offset and the first centroid offset direction; and performing a wheel speed adjustment operation on the target wheel based on the first wheel speed adjustment parameter to reduce the centroid offset of the vehicle.

[0014] In this application, during a vehicle's stationary turn, the first wheel speed adjustment parameter of the target wheel can be reasonably determined based on the first center of gravity offset and the first center of gravity offset direction. Then, the wheel speed of the target wheel is adjusted using the first wheel speed adjustment parameter to generate a force opposite to the first center of gravity offset direction, correcting the first center of gravity offset in real time, suppressing the tendency of the vehicle's center of gravity offset, and causing the vehicle to deflect in the opposite direction to completely offset or reduce the original center of gravity offset. This ultimately achieves offset correction with almost no perceptible correction for the driver, avoiding the possibility of large offsets during stationary turns causing harm to the vehicle and surrounding objects, thus ensuring the safety of stationary turns. Furthermore, in this application, the first wheel speed adjustment parameter is determined and wheel speed adjustment is performed only when the vehicle's first center of gravity offset exceeds a preset dead zone threshold. Thus, when wheel speed adjustment is performed when the first center of gravity offset exceeds the preset dead zone threshold, the wheel speed changes linearly with the first center of gravity offset, avoiding vehicle vibration caused by sudden changes in wheel speed at the start or end of the correction strategy, improving the driving experience. Attached Figure Description

[0015] To more clearly illustrate the technical solutions of the embodiments of this application, the accompanying drawings used in the description of the embodiments of this application will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0016] Figure 1 is a flowchart of a method for correcting centroid offset during in-situ turning according to an embodiment of this application;

[0017] Figure 2 is a flowchart of step S20 of the in-situ turning centroid offset correction method in one embodiment of this application;

[0018] Figure 3 is a schematic diagram of the initial centroid coordinates and the current centroid coordinates during a vehicle's in-situ turning process in one embodiment of this application;

[0019] Figure 4 is a flowchart of step S40 of the in-situ turning centroid offset correction method in an embodiment of this application;

[0020] Figure 5 is a flowchart of step S30 of the in-situ turning centroid offset correction method in one embodiment of this application;

[0021] Figure 6 is a schematic diagram of the speed adjustment displacement direction and the correction angle during the vehicle's stationary turning process in one embodiment of this application;

[0022] Figure 7 is a schematic diagram of a preset offset angle table in one embodiment of this application;

[0023] Figure 8 is a schematic diagram of a preset offset table in one embodiment of this application;

[0024] Figure 9 is a flowchart of step S30 of the in-situ turning centroid offset correction method in another embodiment of this application;

[0025] Figure 10 shows the actual test results of a vehicle that did not undergo center of gravity offset correction using the in-situ turning center of gravity offset correction method of this application when turning right in place on an asphalt road.

[0026] Figure 11 shows the actual test results of a vehicle turning right on an asphalt road surface after center of gravity offset correction using the center of gravity offset correction method for in-situ turning in an embodiment of this application.

[0027] Figure 12 is a schematic block diagram of an in-situ turning center of gravity offset correction device in one embodiment of this application;

[0028] Figure 13 is a schematic diagram of a controller in one embodiment of this application.

[0029] Implementation methods of this application

[0030] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0031] Based on the background description of this application, some vehicles currently utilize the independent drive capability of four motors to apply opposite torques to the left and right wheels, causing them to rotate around the vehicle's center (i.e., center of gravity) within a certain range, thus achieving on-the-spot turning. However, in related technologies, when the road conditions are not ideal or the vehicle's state is unstable, significant deviations may occur during on-the-spot turning. In some usage scenarios (such as garages where the space for on-the-spot turning is relatively small), if the center of gravity deviation during on-the-spot turning cannot be effectively controlled, a large deviation may cause damage to pedestrians, objects, or the vehicle itself. For example, excessive deviation during parking may result in scrapes or collisions with walls.

[0032] Therefore, in order to solve the above problems, as shown in Figure 1, an embodiment of this application provides a method for correcting centroid offset during in-situ turning, including the following steps S10-S40:

[0033] S10, during the vehicle's stationary turning process, obtain the vehicle's current center of gravity coordinates; wherein, the current center of gravity coordinates refer to the position coordinates of the vehicle's center of gravity (which can be the vehicle's geometric center) at the current moment during the stationary turning process. The vehicle in this invention must be capable of stationary turning, and a 180-degree turn in place is sufficient to achieve a U-turn.

[0034] In one embodiment, step S10, obtaining the current centroid coordinates of the vehicle, includes: obtaining the current position feature data detected in real time by the vehicle's sensing device, and determining the current centroid coordinates of the vehicle based on the current position feature data.

[0035] In this embodiment, the vehicle's sensing devices may include, but are not limited to, spatial attitude sensors, cameras, lasers, radars, etc. The position feature data may include vehicle IMU (Inertial Measurement Unit) data detected by the spatial attitude sensor, such as acceleration and angular velocity. Position feature data may also include, but is not limited to, image information captured by the camera, laser signals emitted by the laser, and radar signals emitted by the radar. The current position feature data is the vehicle's position feature data at the current moment. In this embodiment, vehicle IMU data, image information, laser signals, and radar signals, among other current position feature data, can be fused to achieve deep fusion perception of the entire vehicle to locate the vehicle's center of gravity at the current moment, i.e., the current coordinates of the vehicle's center of gravity.

[0036] S20, determine the first centroid offset and the first centroid offset direction based on the current centroid coordinates and the initial centroid coordinates of the vehicle at the initial moment of turning in place;

[0037] Understandably, before a vehicle begins a stationary turn, it first receives a stationary turn command containing the target turn angle. Then, at the initial moment of the stationary turn, the vehicle will begin to rotate in place with its center of gravity as the theoretical center of rotation. At this moment, the coordinates of the vehicle's center of gravity at the initial moment of the stationary turn are the initial center of gravity coordinates. The current center of gravity coordinates are the coordinates of the vehicle's center of gravity at the current moment after the vehicle has been stationary turning for a period of time (the time difference between the current moment and the initial moment). Therefore, based on the current center of gravity coordinates and the initial center of gravity coordinates, the amount of displacement of the vehicle's center of gravity during this period (i.e., the first center of gravity displacement) and its direction of displacement (i.e., the first center of gravity offset direction) can be determined.

[0038] In one embodiment, as shown in FIG2, step S20, determining the first centroid offset and the first centroid offset direction based on the current centroid coordinates and the initial centroid coordinates of the vehicle at the initial moment of the stationary turn, includes the following steps S201-S203:

[0039] S201, obtain the initial centroid coordinates of the vehicle. The initial centroid coordinates refer to the vehicle centroid coordinates determined based on the initial position feature data detected by the vehicle's sensing device at the initial moment of the vehicle's stationary turn; that is, referring to step S10 above, the initial position feature data is the position feature data corresponding to the vehicle at the initial moment. In this embodiment, initial position feature data such as vehicle IMU data, image information, laser signals, and radar signals can be fused to achieve deep fusion perception of the entire vehicle to locate the position information of the vehicle's centroid at the initial moment of the stationary turn, i.e., the initial centroid coordinates.

[0040] S202, the distance between the initial centroid coordinates and the current centroid coordinates is determined as the first centroid offset;

[0041] Understandably, the initial centroid coordinates are the theoretical rotation center for this stationary turn. As long as the vehicle has not completed this stationary turn, the centroid offset will always be calculated based on the initial centroid coordinates. Therefore, at the current moment during the stationary turn, the first centroid offset is the distance between the current centroid coordinates and the initial centroid coordinates. Taking Figure 3 as an example, p0(x0,y0) is the initial centroid coordinate at the initial moment. The vehicle turns counterclockwise around P0 as the theoretical rotation center. At the current moment t, the vehicle's centroid has shifted to the current centroid coordinate p. t (x t ,y t At this point, the first centroid offset is the current centroid coordinate p. t (x t ,y tThe distance between the initial centroid coordinates p0(x0,y0) and the initial centroid coordinates p0(x0,y0).

[0042] Understandably, in Figure 3, FL represents the left front wheel, FR represents the right front wheel, RL represents the left rear wheel, and RR represents the right rear wheel. A reference coordinate system XOY, as shown in Figure 3, is established with the initial centroid coordinates p0(x0,y0) as the origin. The X-axis of the reference coordinate system XOY passes through the initial centroid coordinates and is parallel to the vehicle's length direction; the Y-axis of the reference coordinate system passes through the initial centroid coordinates and is perpendicular to the vehicle's length direction. The first centroid offset can then be calculated using the following formula:

[0043] Where: |P t | represents the first centroid offset; x t Let p be the current centroid coordinates. t (x t ,y t The x-coordinate of the initial centroid p0(x0,y0) on the X-axis of the reference coordinate system; x0 is the x-coordinate of the initial centroid p0(x0,y0) on the X-axis of the reference coordinate system; y t Let p be the current centroid coordinates. t (x t ,y t y0 is the ordinate value of the initial centroid coordinate p0(x0,y0) on the Y-axis of the reference coordinate system; y0 is the ordinate value of the initial centroid coordinate p0(x0,y0) on the Y-axis of the reference coordinate system.

[0044] S203 determines the direction from the initial centroid coordinates to the current centroid coordinates as the first centroid offset direction.

[0045] Understandably, taking the reference coordinate system XOY in Figure 3 as an example, the first centroid offset direction is the direction from the initial centroid coordinate p0(x0,y0) to the current centroid coordinate p0(x0,y0). t (x t ,y t (direction).

[0046] S30, in response to the first center-of-gravity offset being greater than or equal to a preset dead-zone threshold, a first wheel speed adjustment parameter for the target wheel of the vehicle is determined based on the first center-of-gravity offset and the first center-of-gravity offset direction; wherein, the target wheel must be a wheel on the vehicle whose wheel speed can be adjusted individually. In the vehicle of the present invention, if there is only one wheel whose wheel speed can be adjusted individually, then the number of target wheels is also only one; similarly, if there are two, three, four, etc., wheels whose wheel speed can be adjusted individually, then the number of target wheels can also be two, three, four, etc. accordingly. In the present invention, the determination of the first wheel speed adjustment parameter is related to the first center-of-gravity offset and the first center-of-gravity offset direction; therefore, the first wheel speed adjustment parameter can be determined based on the aforementioned first center-of-gravity offset and first center-of-gravity offset direction.

[0047] In this embodiment, a preset dead zone threshold is set in advance. The range of centroid offsets smaller than the preset dead zone threshold is defined as the dead zone range that does not require offset correction. The purpose of setting the preset dead zone threshold is to eliminate vehicle vibration caused by frequent changes in the offset correction direction. Specifically, if the preset dead zone threshold is not set, when the first centroid offset is small, wheel speed adjustment may be performed, and the change in offset direction during the correction process may cause frequent switching of the target wheel, resulting in a back-and-forth shaking sensation for passengers in the vehicle. After setting the preset dead zone threshold, the wheel speed adjustment operation in step S40 is performed when the first centroid offset is greater than the preset dead zone threshold. At this time, the wheel speed of the target wheel will change linearly with the first centroid offset, avoiding vehicle vibration caused by sudden changes in wheel speed at the beginning or end of the correction strategy. Therefore, in this embodiment, it is first necessary to determine whether the first center of gravity offset is greater than or equal to a preset dead zone threshold. If the first center of gravity offset is greater than or equal to the preset dead zone threshold, then it is necessary to determine the first wheel speed adjustment parameter of the target wheel of the vehicle based on the first center of gravity offset and the first center of gravity offset direction. In subsequent steps, the wheel speed of the target wheel is adjusted according to the first wheel speed adjustment parameter to reduce the center of gravity offset of the vehicle and achieve offset correction. The preset dead zone threshold can be set according to requirements; for example, the preset dead zone threshold can be 0.1m.

[0048] Furthermore, after step S20, that is, after determining the first centroid offset and the first centroid offset direction based on the current centroid coordinates and the initial centroid coordinates of the vehicle at the initial moment of turning in place, the method further includes: in response to the first centroid offset being less than a preset dead zone threshold, indicating that the first centroid offset does not need to be offset corrected.

[0049] That is, after determining whether the first center of gravity offset is greater than or equal to the preset dead zone threshold, if the first center of gravity offset is less than the preset dead zone threshold, it means that the first center of gravity offset at the current moment is small. If the first center of gravity offset is offset correction at this time, the vehicle may vibrate due to sudden wheel speed changes at the beginning or end of the correction strategy. Therefore, it can be determined that the first center of gravity offset is currently within the dead zone range that does not require offset correction, and there is no need to offset the first center of gravity offset. In this way, this embodiment avoids vehicle vibration caused by sudden wheel speed changes at the beginning or end of the correction strategy, thereby improving the driving experience.

[0050] S40, the wheel speed of the target wheel is adjusted according to the first wheel speed adjustment parameter to reduce the vehicle's center of gravity offset. That is, wheel speed adjustment is performed when the first center of gravity offset is greater than a preset dead zone threshold. The wheel speed changes linearly with the first center of gravity offset, avoiding vehicle vibration caused by sudden wheel speed changes at the start or end of the correction strategy. Therefore, after determining that the first center of gravity offset is greater than or equal to the preset dead zone threshold, it indicates that the current first center of gravity offset is large enough. Thus, wheel speed adjustment can be performed according to the first wheel speed adjustment parameter. During the wheel speed adjustment, a force opposite to the direction of the first center of gravity offset is generated to correct the first center of gravity offset in real time, suppressing the tendency of the vehicle's center of gravity to offset. This causes the vehicle to offset in the opposite direction to completely offset or reduce the original first center of gravity offset, ultimately achieving offset correction with almost no perceptible correction from the driver. Furthermore, the offset correction process is limited to a small range, preventing large offsets during stationary turning from causing harm to the vehicle and surrounding objects, thus ensuring the safety of stationary turning.

[0051] In one embodiment, as shown in FIG4, step S40, namely, adjusting the wheel speed of the target wheel according to the first wheel speed adjustment parameter to reduce the vehicle's center of gravity offset, includes the following steps S401-S403:

[0052] S401, obtain the current wheel speed of each of the target wheels; wherein the current wheel speed of each of the target wheels can be directly determined by a wheel speed sensor installed on the target wheel.

[0053] S402, determine the corrected wheel speed corresponding to the target wheel based on the current wheel speed corresponding to the same target wheel and the first wheel speed adjustment parameter; wherein, each target wheel corresponds to a first wheel speed adjustment parameter, and the first wheel speed adjustment parameters corresponding to different target wheels may be the same or different; the corrected wheel speed is the adjusted wheel speed corresponding to the target wheel at the next moment after the current moment, after the wheel speed adjustment operation is performed on the current wheel speed of the target wheel according to the first wheel speed adjustment parameter.

[0054] In one embodiment, step S402, namely determining the corrected wheel speed corresponding to the target wheel based on the current wheel speed corresponding to the same target wheel and the first wheel speed adjustment parameter, includes:

[0055] The product of the current wheel speed corresponding to the same target wheel and the first wheel speed adjustment parameter is determined as the adjusted wheel speed; for example, if the first wheel speed adjustment parameter of the left front wheel at the current time t is set to... The current wheel speed of the left front wheel at time t is At this time, the adjustable wheel speed of the left front wheel is equal to and The accumulation of.

[0056] The sum of the adjusted wheel speed and the current wheel speed corresponding to the same target wheel is determined as the corrected wheel speed corresponding to that target wheel. That is, if the corrected wheel speed corresponding to the target wheel at the current moment is... Because the adjustable wheel speed of the left front wheel is equal to With v FL Therefore When the target wheel is the left rear wheel, right front wheel, or right rear wheel, the calculation of the corrected wheel speed can also be performed with reference to the above embodiments, and will not be repeated here.

[0057] S403, control each target wheel to run at its corresponding corrected wheel speed to reduce the vehicle's center of gravity offset. That is, in this embodiment, when the vehicle deviates during a stationary turn and offset correction is needed, the vehicle's center of gravity needs to generate a displacement opposite to the direction of the first center of gravity offset to counteract the original first center of gravity offset. Controlling the increase or decrease of the target wheel speed can create a predictable center of gravity displacement. By reasonably increasing or decreasing the wheel speed of one or more target wheels, so that the target wheels run at their corresponding corrected wheel speeds, the vehicle's stability during stationary turns can be maintained while generating a displacement opposite to the direction of the first center of gravity offset, thereby reducing the wheel's first center of gravity offset and achieving offset correction.

[0058] In the above embodiments, during the vehicle's stationary turning process, the first wheel speed adjustment parameter of the target wheel can be reasonably determined based on the first center of gravity offset and the first center of gravity offset direction. Then, the wheel speed of the target wheel is adjusted using the first wheel speed adjustment parameter to generate a force opposite to the first center of gravity offset direction, correcting the first center of gravity offset in real time, suppressing the tendency of the vehicle's center of gravity offset, and causing the vehicle to deflect in the opposite direction to completely offset or reduce the original first center of gravity offset. This ultimately achieves offset correction with almost no perceptible correction for the driver, avoiding the possibility of large offsets during stationary turning causing harm to the vehicle and surrounding objects, thus ensuring the safety of stationary turning. Furthermore, in the above embodiments of the present invention, the first wheel speed adjustment parameter is determined and wheel speed adjustment is performed only when the vehicle's first center of gravity offset exceeds a preset dead zone threshold. Thus, when wheel speed adjustment is performed when the first center of gravity offset exceeds the preset dead zone threshold, the wheel speed changes linearly with the first center of gravity offset, avoiding vehicle vibration caused by sudden changes in wheel speed at the beginning or end of the correction strategy, improving the driving experience.

[0059] In one embodiment, as shown in FIG5, step S30, determining the first wheel speed adjustment parameter of the target wheel of the vehicle based on the first centroid offset and the first centroid offset direction, includes the following steps S301-S302:

[0060] S301, in response to the first center-of-gravity offset being less than or equal to a preset correction upper limit, the correction angle corresponding to each target wheel is determined based on the vehicle's steering parameters and the first center-of-gravity offset direction. Specifically, in this step, it is first necessary to determine whether the first center-of-gravity offset is less than or equal to the preset correction upper limit. Understandably, when it is determined that the first center-of-gravity offset is greater than or equal to a preset dead zone threshold, it indicates that the current first center-of-gravity offset is already sufficiently large. At this time, it is necessary to further determine the first wheel speed adjustment parameter based on the first center-of-gravity offset and the first center-of-gravity offset direction, and then perform wheel speed adjustment operation accordingly. In this embodiment, a preset correction upper limit is pre-set to avoid over-adjusting the wheel speed and disrupting the current stationary steering state. When the first center of gravity offset is less than or equal to the preset correction upper limit, it indicates that the first center of gravity offset is moderate and not too large. Therefore, after determining the correction angle corresponding to each target wheel based on the vehicle's steering parameters and the first center of gravity offset direction, the first wheel speed adjustment parameter of each target wheel can be determined directly based on the correction angle and the not too large first center of gravity offset. In this way, the wheel speed will not be over-adjusted, and the offset correction process of the vehicle's center of gravity will change within a small range, and will not disrupt the current stationary steering state.

[0061] Further, in step S301, determining the correction angle corresponding to each target wheel based on the vehicle's steering parameters and the first center of gravity offset direction includes the following steps S3011-S3013:

[0062] S3011, Obtain the steering parameters of the vehicle; wherein, the steering parameters include the steering direction when the vehicle turns in place around the initial centroid coordinates, and the steering direction can be clockwise or counterclockwise.

[0063] S3012, determine the speed adjustment displacement direction corresponding to each of the target wheels based on the steering parameters; the speed adjustment displacement direction refers to the direction of change corresponding to the displacement of the vehicle's center of gravity when the current wheel speed of the target wheel is adjusted during the vehicle's stationary turning process; it can be understood that during the ideal stationary turning process of the vehicle, the vehicle should rotate stably around the initial center of gravity coordinates. At this time, if the current wheel speed of a target wheel is changed on this basis, the balance of the four-wheel yaw moment of the wheel is disrupted, and the vehicle's center of gravity will inevitably undergo a displacement change relative to the origin of the reference coordinate system XOY (i.e., the initial center of gravity coordinates). Therefore, by artificially controlling the wheel speed change of the target wheel, a predictable center of gravity displacement can be created, thereby completely offsetting or reducing the first center of gravity offset. However, for different vehicles, due to the influence of factors such as the overall vehicle geometry, vehicle weight, center of gravity position, and suspension, the direction of the predictable center of gravity displacement (i.e., the speed adjustment displacement direction) generated by changing the wheel speed of different target wheels will have certain differences. Therefore, in this embodiment, it is necessary to first determine the speed adjustment displacement direction corresponding to each target wheel based on the steering parameters. That is, to determine the displacement change direction corresponding to the displacement change of the vehicle's center of gravity when the current wheel speed of a target wheel is adjusted during the vehicle's stationary turning process.

[0064] As shown in Figure 6, taking the vehicle's stationary turning process as an example, FL represents the left front wheel, FR represents the right front wheel, RL represents the left rear wheel, and RR represents the right rear wheel. The right side of Figure 6 represents the front of the vehicle, and the left side represents the rear. If the target wheel is only the left front wheel of the vehicle shown in Figure 6, and the steering direction in the vehicle's steering parameters in Figure 6 is counter-clockwise, and the stationary turning is stable, if the wheel speed v of the left front wheel is increased alone... FL At this point, the vehicle's center of gravity will produce a displacement roughly pointing to the left rear in Figure 6. The direction of the speed adjustment displacement corresponding to this left front wheel is the left rear in Figure 6 (that is, increasing v). FL (The direction indicated by the arrow). However, if the speed of the left front wheel is reduced individually... FL At this point, the vehicle's center of gravity will produce a displacement roughly pointing to the right front in Figure 6. The direction of the speed adjustment displacement corresponding to this left front wheel is the right front in Figure 6 (that is, reducing v). FL (The direction indicated by the arrow). Similarly, when the steering direction in the vehicle's steering parameters in Figure 6 is clockwise, and the vehicle is stable when turning in place, if the speed of the left front wheel v is increased alone... FL At this point, the vehicle's center of gravity will shift approximately to the right front, and the corresponding speed adjustment displacement of the left front wheel will be in the right front direction. However, if the speed v of the left front wheel is reduced individually... FL At this point, the vehicle's center of gravity will shift roughly to the left rear, and the direction of the speed adjustment displacement corresponding to the left front wheel is the left rear.

[0065] S3013, the angle between the speed-regulating displacement direction corresponding to the same target wheel and the first centroid offset direction is determined as the correction angle of the target wheel. Taking Figure 6 as an example, when the speed-regulating displacement direction corresponding to the target wheel (left front wheel) of the vehicle in Figure 6 is the left rear in Figure 6 (i.e., increasing v), FL The direction corresponding to the arrow), and the first centroid offset direction is to the right front (that is, the same as the direction of v reduction in Figure 6). FL When the arrows point in the same direction, the target wheel's correction angle is 180 degrees.

[0066] In the above embodiment, when the vehicle deviates during a stationary turn and deviation correction is performed, the vehicle's center of gravity needs to generate a displacement opposite to the first center of gravity offset direction to counteract the original first center of gravity offset. Since the direction of the foreseeable center of gravity displacement (i.e., the speed adjustment displacement direction) resulting from changing the wheel speed of different target wheels varies, only after determining the correction angle between the speed adjustment displacement direction corresponding to the target wheel and the first center of gravity offset direction can the first wheel speed adjustment parameter be further determined based on this correction angle and the first center of gravity offset.

[0067] S302, determine the first wheel speed adjustment parameter for each of the target wheels based on the corrected angle and the first center of gravity offset. It is understood that the determination of the first wheel speed adjustment parameter is related to the first center of gravity offset and the first center of gravity offset direction; therefore, the first wheel speed adjustment parameter can be determined based on the aforementioned first center of gravity offset and first center of gravity offset direction. In this embodiment, the process of determining the first wheel speed adjustment parameter includes: determining the first wheel speed adjustment parameter based on the first center of gravity offset direction, which includes determining the corrected angle between the speed adjustment displacement direction and the first center of gravity offset direction, and then determining the first adjustment parameter mentioned later based on the corrected angle; and determining the first wheel speed adjustment parameter based on the first center of gravity offset, which includes directly using the first center of gravity offset to determine the second adjustment parameter mentioned later when the first center of gravity offset is less than or equal to a preset correction upper limit value; finally, determine the first wheel speed adjustment parameter based on the aforementioned determined first and second adjustment parameters.

[0068] Thus, after determining the first wheel speed adjustment parameter for each target wheel, the wheel speed of the target wheel can be increased or decreased according to the first wheel speed adjustment parameter to create a predictable center of gravity displacement. Furthermore, by reasonably increasing or decreasing the wheel speed of one or more target wheels (for example, reasonably controlling the wheel speed of a single wheel, two wheels, three wheels, or even four wheels), the vehicle can be made to generate a displacement opposite to the first center of gravity offset direction to offset the offset while ensuring the stability of the vehicle when turning in place, thereby achieving offset correction. Furthermore, reasonably setting the magnitude of the first wheel speed adjustment parameter can make the driver feel no difference when the deviation is corrected, thereby improving the driving experience. Understandably, in the embodiment shown in Figure 6, the example is given with only the left front wheel as the target wheel. That is, the left front wheel shown in Figure 6 is adjustable, and the other three wheels are not adjusted by default (i.e., the wheel speeds of the other three wheels cannot be freely changed; even if the first wheel speed adjustment parameter is calculated, it is 0). In this embodiment, the direction of the speed adjustment displacement corresponding to reducing the current wheel speed of the left front wheel at the current moment is exactly opposite to the direction of the center of gravity offset. Therefore, only the wheel speed of the left front wheel needs to be adjusted according to the first wheel speed adjustment parameter corresponding to the left front wheel to complete the offset correction; the other three wheels do not need to be adjusted. In other embodiments, if there are multiple target wheels, the wheel speeds of multiple target wheels can be adjusted simultaneously, referring to this embodiment, to achieve offset correction.

[0069] Further, step S302, namely determining the first wheel speed adjustment parameter for each target wheel based on the corrected included angle and the first centroid offset, includes:

[0070] The system queries a preset offset angle table to find the offset angle that matches the corrected offset angle of each target wheel, and determines the angle adjustment parameter associated with the matched offset angle as the first adjustment parameter of the target wheel. The preset offset angle table includes multiple sets of angle correction parameters, each set of angle correction parameters including an offset angle and an angle adjustment parameter associated with the offset angle. In this embodiment, as shown in Figure 7, the horizontal axis of the preset offset angle table is the offset angle (deg), and the vertical axis is... These are the angle adjustment parameters. This is used to characterize the effect of a certain offset angle on the first wheel speed adjustment parameter when the correction angle is a certain offset angle. In this embodiment, the offset angle corresponding to the correction angle can be obtained by directly querying a preset offset angle table, and then the angle adjustment parameter associated with the offset angle can be determined as the first adjustment parameter of the target wheel. For example, if the correction angle is 180 degrees, then in Figure 7, the angle adjustment parameter corresponding to 180 degrees can be found to be -1. At this time, the first adjustment parameter is -1.

[0071] The system queries a preset offset table to find a target offset that matches the first centroid offset, and determines the offset adjustment parameter associated with the matched target offset as the second adjustment parameter. The preset offset table includes multiple sets of offset correction parameters, each set of offset correction parameters including a target offset and an offset adjustment parameter associated with the target offset. In this embodiment, as shown in Figure 8, in the preset offset table, the offset (m) on the horizontal axis is the target offset, and the offset (m) on the vertical axis is the target offset. Offset adjustment parameters This is used to characterize the influence of the first center of gravity offset on the first wheel speed adjustment parameter when the first center of gravity offset is a certain target offset. In this embodiment, the target offset corresponding to the first center of gravity offset can be obtained by directly querying a preset offset table, and then the offset adjustment parameter associated with the target offset is determined as the second adjustment parameter of the target wheel. For example, if the first center of gravity offset is 0.3m, then in Figure 8, the offset adjustment parameter corresponding to 0.3m can be found to be 0.25. At this time, the second adjustment parameter is 0.25.

[0072] The product of the second adjustment parameter and the first adjustment parameter corresponding to the target wheel is determined as the first wheel speed adjustment parameter of the target wheel. That is, when the first center of gravity offset is less than or equal to the preset correction upper limit value, the first wheel speed adjustment parameter is the product of the second adjustment parameter and the first adjustment parameter. For example, in the above embodiment, if the first adjustment parameter is -1 and the second adjustment parameter is 0.25, then the first wheel speed adjustment parameter is -0.25.

[0073] Understandably, since the first adjustment parameter (angle adjustment parameter) is determined based on the correction angle, and the correction angle is determined based on the vehicle steering parameters and the first center of gravity offset direction, it actually only changes with the vehicle's driving state. Therefore, among the two influencing factors of the first wheel speed adjustment parameter (offset adjustment parameter and angle adjustment parameter), the offset adjustment parameter in Figure 8 is actually... The magnitude of (in this embodiment, the second adjustment parameter) reflects the response strength of the vehicle's center of gravity closed-loop correction; specifically, the offset adjustment parameter... The larger the value, the faster the correction, and the offset adjustment parameter... If the value is too large, the driver may experience a greater push-pull sensation when the offset is corrected. Therefore, the offset adjustment parameter should be weighed for different vehicles. The size is designed to balance the vehicle's center of gravity closed-loop correction effect and the driver's comfort.

[0074] Understandably, the preset offset table shown in Figure 8 also reflects a preset dead zone threshold of 0.1m. At this point, when the first centroid offset is less than 0.1m, the corresponding offset adjustment parameter... (That is, the second adjustment parameter) are all 0. At this time, similarly, there is no need to correct the first centroid offset, so as to avoid vehicle vibration caused by sudden wheel speed changes at the beginning or end of the correction strategy.

[0075] In one embodiment, as shown in FIG9, step S30, which involves determining the first wheel speed adjustment parameter of the target wheel of the vehicle based on the first centroid offset and the first centroid offset direction, further includes the following steps S303 and S304:

[0076] S303, in response to the first center-of-gravity offset being greater than a preset correction upper limit, the correction angle corresponding to each target wheel is determined based on the vehicle's steering parameters and the direction of the first center-of-gravity offset. Specifically, in this step, it is first necessary to determine whether the first center-of-gravity offset is less than or equal to the preset correction upper limit. Understandably, when it is determined that the first center-of-gravity offset is greater than or equal to a preset dead zone threshold, it indicates that the current first center-of-gravity offset is already sufficiently large. At this time, it is necessary to further determine the first wheel speed adjustment parameter based on the first center-of-gravity offset and the direction of the first center-of-gravity offset, and then perform wheel speed adjustment operation accordingly. In this embodiment, a preset correction upper limit is pre-set to avoid over-adjusting the wheel speed and disrupting the current stationary steering state. When the first center of gravity offset exceeds the preset correction upper limit, it indicates that the first center of gravity offset is too large. Therefore, if the corresponding first wheel speed adjustment parameter is determined based on the first center of gravity offset according to step S302, the wheel speed adjustment amount corresponding to the first wheel speed adjustment parameter will be too large. This excessively large first wheel speed adjustment parameter will cause over-adjustment of the wheel speed, thereby disrupting the current stationary steering state. To avoid over-adjusting the wheel speed and disrupting the current stationary steering state, when the first center of gravity offset exceeds the preset correction upper limit, the target vehicle will be determined based on the vehicle's steering parameters and the direction of the first center of gravity offset. After determining the corrected angle corresponding to the wheel, the first wheel speed adjustment parameter for each target wheel is determined based on this corrected angle and a preset upper limit value for correction that is less than the first center of gravity offset (that is, when the first center of gravity offset is greater than the preset upper limit value, the first wheel speed adjustment parameter will not continue to increase as the first center of gravity offset increases, but will always remain at the size corresponding to the preset upper limit value, and the wheel speed adjustment amount will not continue to increase). This prevents excessive wheel speed adjustment, and the vehicle's center of gravity offset correction process is always limited to a small range, without disrupting the current stationary steering state. Further, the specific execution steps for determining the corrected angle corresponding to each target wheel based on the vehicle's steering parameters and the first center of gravity offset direction in step S303 can be referred to in steps S3011-S3013 above, and will not be repeated here.

[0077] S304, determine the first wheel speed adjustment parameter for each target wheel based on the corrected included angle and the preset corrected upper limit value. Understandably, the determination of the first wheel speed adjustment parameter is related to the first center of gravity offset and the first center of gravity offset direction; therefore, the first wheel speed adjustment parameter can be determined based on the aforementioned first center of gravity offset and first center of gravity offset direction. In this embodiment, the process of determining the first wheel speed adjustment parameter includes: determining the first wheel speed adjustment parameter based on the first center of gravity offset direction, which includes determining the correction angle of the target wheel based on the speed adjustment displacement direction and the first center of gravity offset direction, and then determining the first adjustment parameter mentioned later based on the correction angle; and determining the first wheel speed adjustment parameter based on the first center of gravity offset, which includes determining the second adjustment parameter mentioned later by directly using the preset correction upper limit value (instead of the first center of gravity offset value) when the first center of gravity offset value is greater than the preset correction upper limit value; and finally, determining the first wheel speed adjustment parameter based on the first and second adjustment parameters determined above, so that the first wheel speed adjustment parameter will not continue to increase as the first center of gravity offset value increases, but will always remain at the size corresponding to the preset correction upper limit value. At this time, the wheel speed adjustment value will not continue to increase, thus avoiding the disruption of the current stationary steering state.

[0078] Thus, after determining the first wheel speed adjustment parameter for each target wheel, the wheel speed of the target wheel can be increased or decreased according to the first wheel speed adjustment parameter to create a predictable center of gravity displacement. Furthermore, by reasonably increasing or decreasing the wheel speed of one or more target wheels (for example, reasonably controlling the wheel speed of a single wheel, two wheels, three wheels, or even four wheels), the vehicle can be made to generate a displacement opposite to the first center of gravity offset direction to offset the offset while ensuring the stability of the vehicle when turning in place, thereby achieving offset correction. Furthermore, reasonably setting the magnitude of the first wheel speed adjustment parameter can make the driver feel no difference when the deviation is corrected, thereby improving the driving experience.

[0079] Further, step S304, namely determining the first wheel speed adjustment parameter for each target wheel based on the correction angle and the preset correction upper limit value, includes:

[0080] The system queries a preset offset angle table to find the offset angle that matches the corrected offset angle of each target wheel, and determines the angle adjustment parameter associated with the matched offset angle as the first adjustment parameter of the target wheel. The preset offset angle table includes multiple sets of angle correction parameters, each set of angle correction parameters including an offset angle and an angle adjustment parameter associated with the offset angle. In this embodiment, as shown in Figure 7, the horizontal axis of the preset offset angle table is the offset angle (deg), and the vertical axis is... These are the angle adjustment parameters. This is used to characterize the effect of a certain offset angle on the first wheel speed adjustment parameter when the correction angle is a certain offset angle. In this embodiment, the offset angle corresponding to the correction angle can be obtained by directly querying a preset offset angle table, and then the angle adjustment parameter associated with the offset angle can be determined as the first adjustment parameter of the target wheel. For example, if the correction angle is 180 degrees, then in Figure 7, the angle adjustment parameter corresponding to 180 degrees can be found to be -1. At this time, the first adjustment parameter is -1.

[0081] The target offset that matches the preset correction upper limit value is queried in the preset offset table, and the offset adjustment parameter associated with the matching preset correction upper limit value is determined as the third adjustment parameter; the preset offset table includes multiple sets of offset correction parameters, each set of offset correction parameters includes a target offset and an offset adjustment parameter associated with the target offset; it can be understood that since the first adjustment parameter (i.e., the angle adjustment parameter) is determined based on the correction angle, and the correction angle is determined based on the vehicle steering parameters and the first center of gravity offset direction, it actually only changes with the vehicle's driving state. Therefore, among the two influencing factors of the first wheel speed adjustment parameter (offset adjustment parameter and angle adjustment parameter), the offset adjustment parameter in Figure 8 is actually... The magnitude of (in this embodiment, the third adjustment parameter) reflects the response strength of the vehicle's center of gravity closed-loop correction. Specifically, if the offset adjustment parameter... The larger the value, the faster the correction, and the offset adjustment parameter... If the value is too large, the driver may experience a greater push-pull sensation when the offset is corrected. Therefore, the offset adjustment parameter should be weighed for different vehicles. The size is designed to balance the vehicle's center of gravity closed-loop correction effect and the driver's comfort.

[0082] In this embodiment, as shown in the preset offset table in Figure 8, the offset (m) on the horizontal axis is the target offset, and the offset on the vertical axis is... Offset adjustment parameters This is used to characterize the impact of the first center of gravity offset on the first wheel speed adjustment parameter when the first center of gravity offset is a certain target offset. Understandably, in the preset offset table shown in Figure 8, the preset correction upper limit is 0.5m. When the first center of gravity offset is greater than 0.5m, the corresponding offset adjustment parameter... (In this embodiment, it is the third adjustment parameter) is always 0.5 and will not continue to change or increase. In this embodiment, when the first centroid offset is greater than the preset correction upper limit value of 0.5m, the target offset value of 0.5m corresponding to the preset correction upper limit value can be obtained by directly querying the preset offset table, and then the offset adjustment parameter 0.5 associated with the target offset value is determined as the third adjustment parameter of the target wheel.

[0083] The product of the third adjustment parameter and the first adjustment parameter corresponding to the target wheel is determined as the first wheel speed adjustment parameter of the target wheel. That is, when the first center of gravity offset is greater than the preset correction upper limit value, the first wheel speed adjustment parameter is the product of the third adjustment parameter and the first adjustment parameter. For example, in the above embodiment, if the first adjustment parameter is -1 and the third adjustment parameter is 0.5, then the first wheel speed adjustment parameter is -0.5.

[0084] In some embodiments, step S30, determining the first wheel speed adjustment parameter of the target wheel of the vehicle based on the first center of gravity offset and the first center of gravity offset direction, specifically includes: constructing a center of gravity offset vector of the vehicle's center of gravity based on the first center of gravity offset and the first center of gravity offset direction; constructing a wheel speed correction vector corresponding to each target wheel based on the current wheel speed and the wheel's steering parameters; and synthesizing a target correction vector with the opposite direction to the center of gravity offset vector based on one or more target wheel speed correction vectors, thereby offsetting or reducing the first center of gravity offset. Thus, in the process of synthesizing the target correction vector, the first wheel speed adjustment parameter corresponding to each target wheel can be calculated.

[0085] In one embodiment, after step S40, that is, after the wheel speed adjustment operation of the target wheel according to the first wheel speed adjustment parameter, the following steps are included:

[0086] In response to the vehicle not yet completing a stationary turn, the latest centroid coordinates of the vehicle are obtained. Understandably, before initiating a stationary turn, the vehicle receives a stationary turn command containing a target turn angle. After the vehicle begins its stationary turn initially, it continuously checks whether it has turned to the position corresponding to the target turn angle. If it has not turned to the position corresponding to the target turn angle, the vehicle is considered not to have completed the stationary turn; and if it has turned to the position corresponding to the target turn angle, the vehicle is considered to have completed the stationary turn. The latest centroid coordinates refer to the real-time position coordinates of the vehicle's centroid after wheel speed adjustment during the stationary turn. The method for determining the latest centroid coordinates can be described in step S10. Specifically, it can be achieved by fusing real-time position feature data such as vehicle IMU data, image information, laser signals, and radar signals to realize deep vehicle-wide fusion perception to locate the real-time position information of the vehicle's centroid during the stationary turn, i.e., the latest centroid coordinates. Further details are omitted here.

[0087] The second centroid offset and the second centroid offset direction are determined based on the latest centroid coordinates and the initial centroid coordinates. It can be understood that, referring to step S20 above, the distance between the initial centroid coordinates and the latest centroid coordinates is the second centroid offset.

[0088] In response to the second center-of-gravity offset being greater than or equal to a preset dead-zone threshold, a second wheel speed adjustment parameter for the target wheel of the vehicle is determined based on the second center-of-gravity offset and the direction of the second center-of-gravity offset. That is, when the second center-of-gravity offset is less than the preset dead-zone threshold, it indicates a small second center-of-gravity offset. If offset correction is applied to the second center-of-gravity offset at this time, sudden changes in wheel speed at the start or end of the correction strategy may cause vehicle vibration. Therefore, it can be determined that the second center-of-gravity offset currently belongs to the dead-zone range where offset correction is not required, and no offset correction is needed; only a notification that no offset correction is required is sufficient. Thus, this embodiment avoids vehicle vibration caused by sudden changes in wheel speed at the start or end of the correction strategy, thereby improving the driving experience. When the second center-of-gravity offset is greater than or equal to the preset dead-zone threshold, the second wheel speed adjustment parameter for the target wheel of the vehicle needs to be determined based on the second center-of-gravity offset and the direction of the second center-of-gravity offset. Then, in subsequent steps, wheel speed adjustment operations are performed on the target wheel based on the second wheel speed adjustment parameter to reduce the vehicle's center-of-gravity offset. In this embodiment, the specific method for determining the second wheel speed adjustment parameter of the target wheel of the vehicle based on the second centroid offset and the second centroid offset direction is the same as the method for determining the first wheel speed adjustment parameter. The process can be referred to in step S30, and will not be repeated here.

[0089] The target wheels are adjusted again based on the second wheel speed adjustment parameter to reduce the vehicle's center of gravity offset. That is, after determining that the second center of gravity offset is greater than or equal to a preset dead zone threshold, it indicates that the second center of gravity offset is large enough. Therefore, wheel speed adjustment can be performed again based on the second wheel speed adjustment parameter. During the wheel speed adjustment, a force opposite to the direction of the second center of gravity offset is generated to continuously correct the second center of gravity offset in real time, suppressing the tendency of the vehicle's center of gravity to offset. This causes the vehicle to offset in the opposite direction to completely offset or reduce the second center of gravity offset. Ultimately, offset correction is achieved with almost no perceptible correction from the driver, and the offset correction process is limited to a small range, avoiding the occurrence of large offsets during stationary turning that could harm the vehicle and surrounding objects, thus ensuring the safety of stationary turning.

[0090] In the above embodiments of the present invention, as long as the vehicle has not completed the stationary turn, the vehicle's center of gravity can be corrected in a closed loop. Once it is determined that the center of gravity offset (such as the first center of gravity offset and the second center of gravity offset) is greater than the preset dead zone threshold, a wheel speed adjustment operation will be performed to adjust the wheel speed of the target wheel in real time, so that the vehicle's center of gravity offset is effectively controlled and the offset correction effect is improved.

[0091] Figure 10 shows the actual test results of a vehicle making a right turn on an asphalt road without using the center-of-gravity offset correction method of the present invention. Figure 11 shows the actual test results of a vehicle making a right turn on an asphalt road with the center-of-gravity offset correction method of the present invention. As can be seen from Figures 10 and 11, in Figure 10, without center-of-gravity offset correction, referring to the target wheel speed-time curve A, the target wheel speed remains normal without any wheel speed adjustment. In this case, referring to the offset-time curve B in Figure 10, the vehicle's center-of-gravity offset will change over time. The offset gradually increases, eventually reaching 1.384m. After correcting the center of gravity offset using the stationary steering center of gravity offset correction method shown in Figure 11, referring to the left front wheel speed-time curve C, right front wheel speed-time curve D, left rear wheel speed-time curve E, and right rear wheel speed-time curve F, as long as the center of gravity offset exceeds the preset dead zone threshold of 0.1m, the target wheel speeds of the four target wheels will be adjusted through wheel speed adjustment operations. Furthermore, referring to the offset-time curve G in Figure 11, the experimental results show that the center of gravity offset is effectively controlled, and the offset correction effect is very significant, with the final center of gravity offset being only 0.09m. Therefore, the stationary steering center of gravity offset correction method of this invention has a significant effect on controlling and reducing the center of gravity offset during stationary steering.

[0092] It should be understood that the sequence number of each step in the above embodiments 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 the present invention.

[0093] In one embodiment, as shown in FIG12, a stationary steering center of gravity offset correction device is provided, which corresponds one-to-one with the stationary steering center of gravity offset correction method in the above embodiments. The stationary steering center of gravity offset correction device includes:

[0094] Acquisition device 100 is used to acquire the current centroid coordinates of the vehicle during a stationary turn.

[0095] The first determining device 200 is used to determine the first centroid offset and the first centroid offset direction based on the current centroid coordinates and the initial centroid coordinates of the vehicle at the initial moment of turning in place.

[0096] The second determining device 300 is used to determine the first wheel speed adjustment parameter of the target wheel of the vehicle based on the first center of gravity offset and the first center of gravity offset direction in response to the first center of gravity offset being greater than or equal to a preset dead zone threshold.

[0097] The speed regulating device 400 is used to adjust the wheel speed of the target wheel according to the first wheel speed adjustment parameter in order to reduce the center of gravity offset of the vehicle.

[0098] In the apparatus of the above embodiments of the present invention, during the vehicle's stationary turning process, the first wheel speed adjustment parameter of the target wheel can be reasonably determined based on the first center of gravity offset and the first center of gravity offset direction. Then, the wheel speed of the target wheel is adjusted using the first wheel speed adjustment parameter to generate a force opposite to the first center of gravity offset direction to correct the first center of gravity offset in real time, suppressing the tendency of the vehicle's center of gravity offset. This causes the vehicle to deflect in the opposite direction to completely offset or reduce the original first center of gravity offset, ultimately achieving offset correction with almost no correction perceived by the driver. This avoids the situation where a large offset during stationary turning causes harm to the vehicle and its surrounding objects, ensuring the safety of stationary turning. Furthermore, in the above embodiments of the present invention, the first wheel speed adjustment parameter is determined and wheel speed adjustment is performed only when the vehicle's first center of gravity offset is greater than a preset dead zone threshold. Thus, when wheel speed adjustment is performed when the first center of gravity offset is greater than the preset dead zone threshold, the wheel speed changes linearly with the first center of gravity offset, avoiding vehicle vibration caused by sudden changes in wheel speed at the beginning or end of the correction strategy, improving the driving experience.

[0099] Specific limitations regarding the stationary steering center of gravity offset correction device can be found in the limitations of the stationary steering center of gravity offset correction method described above, and will not be repeated here. Each component in the aforementioned stationary steering center of gravity offset correction device can be implemented entirely or partially through software, hardware, or a combination thereof. These components can be embedded in or independent of the processor in a computer device in hardware form, or stored in the memory of a computer device in software form, so that the processor can call and execute the corresponding operations of each component.

[0100] In one embodiment, a controller, which may be a server, is provided, and its internal structure diagram is shown in Figure 13. The controller includes a processor, memory, a network interface, and a database connected via a system bus. The processor provides computing and control capabilities. The memory of the controller includes a readable storage medium and internal memory. The readable storage medium stores an operating system, computer-readable instructions, and a database. The internal memory provides an environment for the operation of the operating system and computer-readable instructions in the readable storage medium. When the computer-readable instructions are executed by the processor, they implement an in-situ turning centroid offset correction method. The readable storage medium provided in this embodiment includes both non-volatile and volatile readable storage media.

[0101] In one embodiment, a controller is provided, including a memory, a processor, and computer-readable instructions stored in the memory and executable on the processor, wherein the processor executes the computer-readable instructions to implement the steps of the above-described in-situ turning centroid offset correction method.

[0102] The present invention also provides a vehicle including the aforementioned controller. Specific limitations regarding the vehicle controller can be found in the above-described limitations of the method for correcting center of gravity offset during stationary steering, and will not be repeated here.

[0103] In the vehicle described above in this invention, during stationary turning, the first wheel speed adjustment parameter of the target wheel can be reasonably determined based on the first center of gravity offset and the first center of gravity offset direction. Then, the wheel speed of the target wheel is adjusted using the first wheel speed adjustment parameter to generate a force opposite to the first center of gravity offset direction, thereby correcting the first center of gravity offset in real time, suppressing the tendency of the vehicle's center of gravity to offset, and causing the vehicle to offset in the opposite direction to completely offset or reduce the original first center of gravity offset. This ultimately achieves offset correction with almost no perceptible correction for the driver, avoiding the possibility of large offsets causing harm to the vehicle and surrounding objects during stationary turning, and ensuring the safety of stationary turning. Furthermore, in the above embodiments of this invention, the first wheel speed adjustment parameter is determined and wheel speed adjustment is performed only when the vehicle's first center of gravity offset exceeds a preset dead zone threshold. Thus, when wheel speed adjustment is performed when the first center of gravity offset exceeds the preset dead zone threshold, the wheel speed changes linearly with the first center of gravity offset, avoiding vehicle vibration caused by sudden changes in wheel speed at the beginning or end of the correction strategy, and improving the driving experience.

[0104] In one embodiment, a computer-readable storage medium is provided that stores computer-readable instructions, which, when executed by a processor, implement the steps of the above-described in-situ turning centroid offset correction method.

[0105] Those skilled in the art will understand that all or part of the processes in the methods of the above embodiments can be implemented by instructing related hardware with computer-readable instructions. These computer-readable instructions can be stored in a readable storage medium, including non-volatile readable storage media and volatile readable storage media. When executed, the computer-readable instructions can include the processes of the embodiments of the methods described above. Any references to memory, storage, databases, or other media used in the embodiments provided by this invention can include non-volatile and / or volatile memory. Non-volatile memory may include read-only memory (ROM), programmable ROM (PROM), electrically programmable ROM (EPROM), electrically erasable programmable ROM (EEPROM), or flash memory. Volatile memory may include random access memory (RAM) or external cache memory. By way of illustration and not limitation, RAM is available in a variety of forms, such as static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), dual data rate SDRAM (DDRSDRAM), enhanced SDRAM (ESDRAM), synchronous link DRAM (SLDRAM), direct memory bus RAM (RDRAM), direct memory bus dynamic RAM (DRDRAM), and memory bus dynamic RAM (RDRAM).

[0106] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the above-described division of functional units or devices is used as an example. In practical applications, the above functions can be assigned to different functional units or devices as needed, that is, the internal structure of the device can be divided into different functional units or devices to complete all or part of the functions described above.

[0107] The above-described embodiments are only used to illustrate the technical solutions of the present invention, and are not intended to limit it. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention, and should all be included within the protection scope of the present invention.

Claims

1. A method for correcting centroid offset during in-situ turning, wherein, include: During the vehicle's stationary turning process, the current centroid coordinates of the vehicle are obtained; The first centroid offset and the first centroid offset direction are determined based on the current centroid coordinates and the initial centroid coordinates of the vehicle at the initial moment of the stationary turn. In response to the first centroid offset being greater than or equal to a preset dead zone threshold, the first wheel speed adjustment parameter of the target wheel of the vehicle is determined based on the first centroid offset and the first centroid offset direction; and, The target wheel is adjusted according to the first wheel speed adjustment parameter to reduce the vehicle's center of gravity offset.

2. The in-situ turning center of mass offset correction method as described in claim 1, wherein, Obtaining the current centroid coordinates of the vehicle includes: The vehicle's current position feature data, detected in real time by its sensors, is acquired, and the vehicle's current centroid coordinates are determined based on the current position feature data.

3. The in-situ turning centroid offset correction method as described in claim 1 or 2, wherein, The step of determining the first centroid offset and the first centroid offset direction based on the current centroid coordinates and the initial centroid coordinates of the vehicle at the initial moment of the stationary turn includes: The initial center of gravity coordinates of the vehicle are obtained. The initial center of gravity coordinates refer to the vehicle center of gravity coordinates determined based on the initial position feature data detected by the vehicle's sensing device at the initial moment of the vehicle's stationary turning. The distance between the initial centroid coordinates and the current centroid coordinates is determined as the first centroid offset; and... The direction from the initial centroid coordinates to the current centroid coordinates is determined as the first centroid offset direction.

4. The in-situ turning center of mass offset correction method as described in any one of claims 1 to 3, wherein, The step of determining the first wheel speed adjustment parameter of the target wheel of the vehicle based on the first centroid offset and the first centroid offset direction includes: In response to the first center-of-gravity offset being less than or equal to a preset correction upper limit, the correction angle corresponding to each of the target wheels is determined based on the vehicle's steering parameters and the direction of the first center-of-gravity offset; and, The first wheel speed adjustment parameter for each target wheel is determined based on the corrected angle and the first centroid offset.

5. The in-situ turning centroid offset correction method as described in claim 4, wherein, The step of determining the first wheel speed adjustment parameters for each target wheel based on the corrected included angle and the first centroid offset includes: The preset offset angle table is used to look up the offset angle that matches the correction angle of each target wheel, and the angle adjustment parameter associated with the matching offset angle is determined as the first adjustment parameter of the target wheel; the preset offset angle table includes multiple sets of angle correction parameters, and each set of angle correction parameters includes an offset angle and an angle adjustment parameter associated with the offset angle; The system queries a preset offset table for a target offset that matches the first centroid offset, and determines the offset adjustment parameter associated with the matched target offset as the second adjustment parameter. The preset offset table includes multiple sets of offset correction parameters, each set including a target offset and an offset adjustment parameter associated with that target offset. The product of the second adjustment parameter and the first adjustment parameter corresponding to the target wheel is determined as the first wheel speed adjustment parameter of the target wheel.

6. The in-situ turning center of mass offset correction method as described in any one of claims 1 to 5, wherein, The step of determining the first wheel speed adjustment parameter of the target wheel of the vehicle based on the first centroid offset and the first centroid offset direction further includes: In response to the first center-of-gravity offset exceeding a preset correction upper limit, the correction angle corresponding to each target wheel is determined based on the vehicle's steering parameters and the direction of the first center-of-gravity offset; and, The first wheel speed adjustment parameter for each target wheel is determined based on the correction angle and the preset correction upper limit value.

7. The in-situ turning centroid offset correction method as described in claim 6, wherein, The step of determining the first wheel speed adjustment parameters for each target wheel based on the correction angle and the preset correction upper limit includes: The preset offset angle table is used to look up the offset angle that matches the correction angle of each target wheel, and the angle adjustment parameter associated with the matching offset angle is determined as the first adjustment parameter of the target wheel; the preset offset angle table includes multiple sets of angle correction parameters, and each set of angle correction parameters includes an offset angle and an angle adjustment parameter associated with the offset angle; The system queries a preset offset table for a target offset that matches the preset correction upper limit value, and determines the offset adjustment parameter associated with the matching preset correction upper limit value as the third adjustment parameter; the preset offset table includes multiple sets of offset correction parameters, each set of offset correction parameters including a target offset and an offset adjustment parameter associated with the target offset; and, The product of the third adjustment parameter and the first adjustment parameter corresponding to the target wheel is determined as the first wheel speed adjustment parameter of the target wheel.

8. The in-situ turning centroid offset correction method as described in any one of claims 4 to 7, wherein, The step of determining the correction angle corresponding to each target wheel based on the vehicle's steering parameters and the first center of gravity offset direction includes: Obtain the steering parameters of the vehicle; The speed adjustment displacement direction corresponding to each of the target wheels is determined based on the steering parameters; the speed adjustment displacement direction refers to the direction of change in the vehicle's center of gravity when the current wheel speed of the target wheel is adjusted during a stationary turn; and... The angle between the speed regulation displacement direction corresponding to the same target wheel and the first centroid offset direction is determined as the corrected angle of the target wheel.

9. The in-situ turning center of mass offset correction method as described in any one of claims 1 to 8, wherein, The step of adjusting the wheel speed of the target wheel according to the first wheel speed adjustment parameter to reduce the center of gravity offset includes: Obtain the current wheel speed of each of the target wheels; Based on the current wheel speed corresponding to the same target wheel and the first wheel speed adjustment parameter, determine the corrected wheel speed corresponding to the target wheel; and, Each of the target wheels is controlled to operate at its corresponding corrected wheel speed to reduce the vehicle's center of gravity offset.

10. The in-situ turning centroid offset correction method as described in claim 9, wherein, The step of determining the corrected wheel speed corresponding to the target wheel based on the current wheel speed corresponding to the same target wheel and the first wheel speed adjustment parameter includes: The product of the current wheel speed corresponding to the same target wheel and the first wheel speed adjustment parameter is determined as the adjusted wheel speed; and, The sum of the adjusted wheel speed and the current wheel speed corresponding to the same target wheel is determined as the corrected wheel speed corresponding to that target wheel.

11. The in-situ turning center of mass offset correction method according to any one of claims 1 to 10, wherein, After adjusting the wheel speed of the target wheel according to the first wheel speed adjustment parameter, the process includes: In response to the fact that the vehicle has not yet completed the stationary turn, obtain the latest centroid coordinates of the vehicle; The second centroid offset and the second centroid offset direction are determined based on the latest centroid coordinates and the initial centroid coordinates. In response to the second centroid offset being greater than or equal to a preset dead zone threshold, the second wheel speed adjustment parameter of the target wheel of the vehicle is determined based on the second centroid offset and the second centroid offset direction; The target wheel is adjusted again according to the second wheel speed adjustment parameter to reduce the center of gravity offset.

12. The in-situ turning center of mass offset correction method as described in any one of claims 1 to 11, wherein, After determining the first centroid offset and the first centroid offset direction based on the current centroid coordinates and the initial centroid coordinates of the vehicle at the initial moment of the stationary turn, the method further includes: In response to the first centroid offset being less than a preset dead zone threshold, it is indicated that the first centroid offset does not require offset correction.

13. A controller, wherein, The system includes a memory, a processor, and computer-readable instructions stored in the memory and executable on the processor, wherein the processor, when executing the computer-readable instructions, implements the in-situ turning centroid offset correction method as described in any one of claims 1 to 12.

14. A vehicle, wherein, Includes the controller as described in claim 13.

15. A computer-readable storage medium for use in the in-situ turning center of gravity offset correction method of claim 1, the computer-readable storage medium storing computer-readable instructions, wherein / it includes, when executed by a processor, implementing the in-situ turning center of gravity offset correction method of any one of claims 1 to 12.

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