Vehicle control method, control system and vehicle

Abstract

Provided are a vehicle control method, a control system and a vehicle. The vehicle control method comprises: acquiring a centroid offset; and when it is determined on the basis of the centroid offset that a vehicle is in the centroid offset, controlling the vehicle to move around a first wheel.

Description

Vehicle control methods, control systems and vehicles

[0001] Cross-reference to related applications

[0002] This application is based on and claims priority to Chinese Patent Application No. 202410708169.6, filed on May 31, 2024, the entire contents of which are hereby incorporated herein by reference. Technical Field

[0003] This application belongs to the field of vehicle technology, specifically, it relates to a vehicle control method, a control system, and a vehicle. Background Technology

[0004] During the rotation of a vehicle, the center of gravity may shift due to various factors such as the suspension and road surface. If the shift is too large, it may cause certain damage to the vehicle or the surrounding environment in some scenarios where turning around on the spot is required (such as in a garage).

[0005] Public content

[0006] This application provides a vehicle control method, which includes:

[0007] Get the centroid offset; and

[0008] If the vehicle is determined to be in a state of center-of-gravity offset based on the stated center-of-gravity offset, the vehicle is controlled to move around the first wheel.

[0009] In some embodiments, the centroid offset is determined based on the vehicle's initial centroid coordinates and current centroid coordinates;

[0010] In some embodiments, the center of gravity offset is determined based on the vehicle's initial and current center of gravity coordinates using the following formula:

[0011] d is the vehicle's center of gravity offset, x0 is the initial coordinate of the center of gravity along the X-axis in the geodetic horizontal coordinate system, y0 is the initial coordinate of the center of gravity along the Y-axis in the geodetic horizontal coordinate system, and x... t The current coordinates of the centroid are the coordinates along the X-axis in the geodetic horizontal coordinate system, and the y-axis is the coordinate of the centroid. t It is the current coordinate of the centroid in the Y-axis direction of the geodetic horizontal coordinate system;

[0012] In some embodiments, a vehicle is considered to be in a state of centroid offset when the vehicle's centroid offset exceeds a first threshold.

[0013] In some embodiments, the first wheel is determined based on the vehicle's steering direction and the current coordinates of its center of gravity;

[0014] In some embodiments, the vehicle control method further includes:

[0015] The first wheel movement time is determined based on the centroid offset and the vehicle steering direction;

[0016] In some embodiments, determining the first wheel travel time based on the centroid offset and the vehicle steering direction includes:

[0017] Based on the centroid offset and the vehicle steering direction, determine the first wheel deflection angle; and

[0018] The first wheel travel time is determined based on the first wheel deflection angle;

[0019] In some embodiments, the first wheel deflection angle is determined based on the centroid offset and the vehicle steering direction using the following formula:

[0020] σ is the first wheel deflection angle, a is the coordinate of the first wheel in the X-axis direction of the vehicle coordinate system, b is the coordinate of the first wheel in the Y-axis direction of the vehicle coordinate system, x′ is the coordinate of the vehicle's center of mass in the X-axis direction of the current vehicle coordinate system, and y′ is the coordinate of the vehicle's center of mass in the Y-axis direction of the current vehicle coordinate system.

[0021] In some embodiments, if it is determined that the vehicle is in a state of center of gravity shift when the vehicle is making a U-turn, the vehicle control method further includes:

[0022] Before the vehicle completes the center of gravity offset correction by moving around the first wheel, if the vehicle's position is less than or equal to a distance threshold from the target position, then the vehicle is controlled to move around the first wheel until it stops; and / or

[0023] After the vehicle completes the center of gravity shift correction by moving the first wheel, if the vehicle's position is greater than a distance threshold from the target position, it continues to turn around and does not move around the first wheel.

[0024] In some embodiments, the turning state includes the turning-around state in place.

[0025] This application provides an electronic device including a processor, a memory, and a program or instructions stored in the memory and executable on the processor, wherein the program or instructions, when executed by the processor, implement the method as described in any of the embodiments of the first aspect.

[0026] This application provides a control system, including the electronic device and drive motor described in the above embodiments, to implement the method described in the above embodiments.

[0027] This application provides a computer-readable storage medium storing computer instructions, which, when executed, implement the methods described in the above embodiments.

[0028] This application provides a vehicle that includes the electronic device and / or the control system and / or the computer-readable storage medium described in the above embodiments.

[0029] This application provides a vehicle control method, control system, and vehicle. By acquiring the center of gravity offset of the vehicle during a U-turn, and determining that the vehicle is in a state of center of gravity offset, the method controls the vehicle to move around the first wheel, keeping the center of gravity offset within a certain range. This achieves control over the center of gravity offset during the U-turn process, preventing the vehicle from affecting the surrounding environment or causing damage to itself during the U-turn.

[0030] Additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0031] The above and / or additional aspects and advantages of this application will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:

[0032] Figure 1 is a vehicle architecture diagram provided by some embodiments of this application;

[0033] Figure 2 is a schematic flowchart of a vehicle control method provided in some embodiments of this application;

[0034] Figure 3 is a schematic diagram showing the relationship between the geodetic coordinate system XOY and the vehicle coordinate system X'O'Y' in a vehicle control method provided by some embodiments of this application;

[0035] Figure 4 is a schematic diagram showing the relationship between the geodetic coordinate system XOY and the vehicle coordinate system X'O'Y' in another vehicle control method provided by some embodiments of this application;

[0036] Figure 5 is a schematic diagram of the geodetic coordinate system of the vehicle's centroid at any time in a vehicle control method provided by some embodiments of this application;

[0037] Figure 6 is a schematic diagram of the vehicle coordinate system of the vehicle centroid at any time in a vehicle control method provided by some embodiments of this application;

[0038] Figure 7 is a schematic diagram of the movement of the first wheel in a vehicle control method provided in some embodiments of this application;

[0039] Figure 8 is a schematic diagram of the position of the first wheel in a vehicle control method provided in some embodiments of this application;

[0040] Figure 9 is a schematic diagram of centroid deviation of a vehicle control method provided in some embodiments of this application;

[0041] Figure 10 is a schematic diagram of centroid correction in a vehicle control method provided in some embodiments of this application;

[0042] Figure 11 is a schematic diagram of the structure of an electronic device provided in some embodiments of this application. Detailed Implementation

[0043] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present application.

[0044] The terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish different objects, not to describe a specific order. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion. For example, a process, method, apparatus, product, or end that includes a series of steps or units is not limited to the listed steps or units, but may optionally include steps or units not listed, or may optionally include other steps or units inherent to these processes, methods, products, or ends.

[0045] In this document, the term "embodiment" means that a particular feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this application. The appearance of this phrase in various places throughout the specification does not necessarily refer to the same embodiment, nor is it a separate or alternative embodiment mutually exclusive with other embodiments. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described herein can be combined with other embodiments.

[0046] As the automotive industry continues to evolve towards intelligent and electric technologies, in addition to brake-by-wire, steering-by-wire, and distributed drive technologies, many other popular technologies have emerged, such as U-turn technology. U-turns, also known as tank turns, were first implemented on tanks. By controlling the tracks on both sides to drive in opposite directions, a tank can turn around its center point. This technology allows cars to perform U-turns around their own center point, just like tanks.

[0047] The principle behind a U-turn is to make both tires rotate at the same speed but in opposite directions, allowing the vehicle to turn around its center point. This technique relies on applying equal but opposite torques to both wheels to achieve counter-rotation. However, during rotation, the vehicle may deviate slightly due to factors such as the suspension and road surface. If this deviation is too large, it can cause hazards in scenarios where U-turns are used (such as garages), as the vehicle's center of gravity may shift during the turn, increasing the risk of loss of control.

[0048] Based on this, this application proposes a vehicle control method, which aims to identify the centroid offset during the vehicle's U-turn process, correct the centroid offset, and thus control the centroid offset within a certain range to ensure that the vehicle does not affect the surrounding environment during the U-turn process.

[0049] Please refer to Figure 1, which shows a schematic diagram of a vehicle structure. The vehicle includes front wheels and rear wheels. The front wheels include a left front wheel and a right front wheel, and the rear wheels include a left rear wheel and a right rear wheel. The left front wheel, left rear wheel, right front wheel, and right rear wheel are each driven by four different drive motors. The power battery in the vehicle provides the driving energy. The drive motor system is responsible for converting electrical energy into mechanical energy to drive the vehicle. The vehicle control unit (VCU) is responsible for the main control of the vehicle's stationary steering. It can issue steering wheel locking commands, calculate the four drive motor modes, and drive torque based on the driver's stationary steering command request and steering speed request. The MCU is the motor controller. The left front wheel corresponds to the left front wheel motor controller, the right front wheel corresponds to the right front wheel motor controller, the left rear wheel corresponds to the left rear wheel drive motor controller, and the right rear wheel corresponds to the right rear wheel motor controller. Each motor controller is responsible for executing the motor operating mode and motor torque request sent by the vehicle control unit (VCU). The brake pedal is used to control the start of stationary U-turns and emergency stops.

[0050] Please refer to Figure 2, which is a schematic flowchart of a vehicle control method provided in some embodiments of this application, including:

[0051] S100, obtain the centroid offset;

[0052] S200, when it is determined that the vehicle is in a center-of-gravity offset based on the center-of-gravity offset, the movement of the first wheel of the vehicle is controlled.

[0053] The centroid offset obtained in S100 is acquired by acquiring the current position data detected in real time by the vehicle's onboard sensors. In this embodiment, the vehicle's sensors may include, but are not limited to, spatial attitude sensors, cameras, lasers, radars, etc.; wherein, the position data may include vehicle IMU (Inertial Measurement Unit) data detected by the spatial attitude sensor, such as acceleration, angular velocity, etc. Position feature data may also include, but are not limited to, image information captured by the camera, laser signals emitted by the laser, radar signals emitted by the radar, etc. The position data includes current position data and pre-calibrated position data of the vehicle, and the current position data is the position data corresponding to the vehicle at the current moment;

[0054] In S200, based on the stated center of gravity offset, it is determined that the vehicle is experiencing a center of gravity offset, and the movement of the vehicle's first wheel is controlled. It is understood that center of gravity offset typically occurs during steering, and in this embodiment, it also occurs during vehicle steering. The steering angle can be arbitrary, such as a U-turn, a 90° turn, or a series of turns. Furthermore, in this embodiment, the movement of the vehicle's first wheel is controlled by switching from four-wheel rotation to three-wheel rotation when the vehicle experiences center of gravity offset. The first wheel is kept stationary using torque control, while the other three wheels continue to rotate around the first wheel at the original target yaw rate. During this process, the yaw angle of the first wheel changes, but its coordinates remain unchanged. This achieves the goal of rotating the vehicle around the first wheel, correcting the center of gravity offset, and ensuring the safety of the vehicle and its surroundings.

[0055] In some embodiments, the centroid offset is determined based on the vehicle's initial centroid coordinates and current centroid coordinates. Understandably, in this embodiment, current position 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 vehicle's centroid position at the current moment, i.e., the current coordinates of the vehicle's centroid. Before the vehicle begins to turn, it first receives a stationary turning command containing the target turning angle. Then, at the initial moment of the turn, the vehicle will begin to rotate with the coordinate position of its centroid as the theoretical center of rotation. At this time, the coordinates of the vehicle's centroid at the initial moment of the turn are the initial centroid coordinates.

[0056] The initial coordinates of the centroid A are (x0, y0). At the current time t, the centroid shifts to its current coordinates A. t (x T ,y t The vehicle's center of gravity offset during steering is calculated using the following formula:

[0057] Where |d| is the vehicle's center of gravity offset, x0 is the initial coordinate of the center of gravity along the X-axis in the geodetic horizontal coordinate system, and y0 is the initial coordinate of the center of gravity along the Y-axis in the geodetic horizontal coordinate system. t The current coordinates of the centroid are the coordinates along the X-axis in the geodetic horizontal coordinate system, and the y-axis is the coordinate of the centroid. t It is the coordinate of the current centroid in the Y-axis direction of the geodetic horizontal coordinate system.

[0058] Furthermore, as shown in Figure 3, the transformation relationship between the geodetic coordinate system XOY and the vehicle coordinate system X'O'Y' can be obtained through the following formula:

[0059] For example, as shown in Figure 4, the initial coordinates of the centroid are A(x,y), which are represented in the geodetic coordinate system XOY, and the heading angle is θ. For ease of calculation, the centroid coordinates (x,y) and the heading angle θ are both initialized to 0, as shown in Figure 5. That is, at any time, the geodetic coordinate system of the vehicle's centroid is: x1(t)=x(t)-x(0) y1(t)=y(t)-y(0) θ1(t)=θ(t)-θ(0)

[0060] That is, the initial coordinates of the vehicle's center of mass A are {(0,0), θ=0}. During the turning process, the coordinates of the center of mass A are set to (x1,y1), θ=θ1. The vehicle coordinate system X'O'Y' is regarded as a fixed coordinate system, and the geodetic coordinate system XOY is regarded as a moving coordinate system. The coordinate transformation formula is shown in equation (2). Then the position of the initial position of the vehicle's center of mass A {(0,0), θ=0} in the geodetic coordinate system in the vehicle coordinate system is as follows:

[0061] This establishes the relationship between the geodetic coordinate system and the vehicle coordinate system, which will facilitate the calculation of the first wheel and the deflection angle later.

[0062] In some embodiments, the vehicle is in a state of center of gravity offset when the vehicle's center of gravity offset exceeds a first threshold. It is understood that the center of gravity offset may only need to be corrected if it exceeds a certain range. If the center of gravity offset is within a certain range, it will not have a significant impact on the vehicle and will not need to be corrected. Therefore, a first threshold is set, and the vehicle's center of gravity is corrected only when it exceeds the first threshold, so as to avoid the frequent switching of steering modes affecting the riding experience.

[0063] In practice, if the center of gravity shifts by more than 0.5m during vehicle turning, it may pose a danger to the surrounding environment. Therefore, the first threshold should not exceed 0.5m. However, if the first threshold is set too small, frequent switching of steering modes will greatly affect the riding experience. In order to reduce the jerking sensation caused by vehicle switching steering modes, the first threshold in this embodiment is set to be greater than or equal to 0.3m and less than 0.5m. For example, the first threshold can be 0.4m. It is understood that the range of the first threshold may vary depending on the vehicle.

[0064] Therefore, in this embodiment, it is first determined whether the center of gravity offset is greater than or equal to the first threshold. If the center of gravity offset is greater than or equal to the first threshold, the vehicle is controlled to move around the first wheel to correct the center of gravity offset. This reduces the potential damage caused by the center of gravity offset while ensuring the riding experience and ensuring the safety of the vehicle and the surrounding environment during the turning process.

[0065] In some embodiments, the first wheel is determined based on the vehicle's steering direction and the current coordinates of the center of mass in the vehicle coordinate system; in this embodiment, the steering is a U-turn. As shown in Figure 6, during a U-turn, the U-turn is typically performed with the center of mass as the center, allowing the vehicle to rotate around the center of mass and thus make a U-turn.

[0066] Furthermore, at the current time t, the initial coordinates of the vehicle's center of gravity A in the current vehicle coordinate system are (x′, y′). When the vehicle's center of gravity offset is detected to be greater than the first threshold, the system switches to rotating around the first wheel as the center. When the first wheel rotates to the target angle, the system switches back to a stationary U-turn until the end, or directly moves to the target position via the first wheel. The target angle is the rotation angle required for the first wheel to correct the center of gravity offset, and the target position is the pre-set stopping position when the vehicle makes a stationary U-turn. Both the target angle and target position are obtained and pre-calculated based on the onboard sensors. When making a stationary U-turn or turning around the first wheel, the steering wheel is in the center position, and none of the four tires have wheel rotation angles. The tires are parallel to the centerline perpendicular to the width of the vehicle body. This prevents passengers from feeling significant vibrations during turns, improving the riding experience.

[0067] For example, as shown in Figure 7, when the vehicle turns right, the initial coordinate of the centroid is A, and the current coordinate of the centroid is O′. If A is in region (i), rotating the vehicle around the right front wheel will bring O′ closer to the position of A; if A is in region (ii), rotating the vehicle around the right rear wheel will bring O′ closer to the position of A; if A is in region (iii), rotating the vehicle around the left front wheel will bring O′ closer to the position of A; if A is in region (iv), rotating the vehicle around the left rear wheel will bring O′ closer to the position of A. The same logic applies when the vehicle turns left. Therefore, the method for switching to movement around the first wheel can be determined as follows:

[0068] 1. When the vehicle turns right.

[0069] 1.1 If point A is in region (i), i.e. {x′≤0,y′≥0}, then the right front wheel W2 is determined to be the first wheel;

[0070] 1.2 If point A is in region (ii), i.e. {x′>0, y′≥0}, then the right rear wheel W4 is determined to be the first wheel;

[0071] 1.3 If point A is in region (iii), i.e. {x′≤0,y′<0}, then the left front wheel W1 is determined to be the first wheel;

[0072] 1.4 If point A is in region (iv), i.e. {x′>0, y′<0}, then determine the left rear wheel W3 as the first wheel;

[0073] 2. When the vehicle turns left.

[0074] 2.1 If point A is in region (i), i.e. {x′≤0,y′≥0}, then the left rear wheel W3 is determined to be the first wheel;

[0075] 2.2 If point A is in region (ii), i.e. {x′>0, y′≥0}, then the left front wheel W1 is determined to be the first wheel;

[0076] 2.3 If point A is in region (iii), i.e. {x′≤0,y′<0}, then the right rear wheel W4 is determined to be the first wheel;

[0077] 2.4 If point A is in region (iv), i.e. {x′>0, y′<0}, then the right front wheel W2 is determined to be the first wheel.

[0078] In some embodiments, the first wheel travel time is determined based on the center of gravity offset and the vehicle steering direction; wherein, determining the first wheel travel time based on the center of gravity offset and the vehicle steering direction includes: determining the first wheel deflection angle based on the center of gravity offset and the vehicle steering direction; and determining the first wheel travel time based on the first wheel deflection angle.

[0079] Let the vehicle's wheelbase be 2b and track width be 2a. Then, in the vehicle coordinate system, the coordinates of the left front wheel W1 are (-a, b), the right front wheel W2 are (a, b), the left rear wheel W3 are (-a, -b), and the right rear wheel W4 are (a, -b). Taking a right turn with the vehicle's initial center of mass A in region (i) as an example, as shown in Figure 8, the right front wheel W2 is selected as the optimal wheel. The formula for calculating the target rotation angle σ is as follows:

[0080] The same applies to the other cases.

[0081] Furthermore, in this embodiment, the movement time of the first wheel is determined based on the target rotation angle. When the center of mass offset exceeds the first threshold, the movement speed of the first wheel is pre-calibrated. Therefore, the movement time of the first wheel can be determined simply by confirming the target rotation angle of the first wheel.

[0082] In some embodiments, if it is determined that the vehicle is in a state of centroid shift when the vehicle is making a U-turn, the method further includes:

[0083] If the vehicle's position is less than or equal to a distance threshold from the target position before the vehicle completes the center of gravity offset correction by moving around the first wheel, then the vehicle is controlled to move around the first wheel until it stops; and / or, if the vehicle's position is greater than the distance threshold after the vehicle completes the center of gravity offset correction by moving around the first wheel, then the vehicle continues to turn around without moving around the first wheel.

[0084] As shown in Figure 9, let the target turning angle for a U-turn be α1, and the actual turning angle already taken be α2. The relationship between α1, α2, and σ is analyzed below. When the centroid offset is greater than the first threshold, that is... At that time, it begins to determine whether to perform a correction around the first wheel.

[0085] 1. If α1-α2-σ≤5°, after rotating a single wheel to the target angle, do not turn back to the original position to turn around, but continue to rotate a single wheel α1-α2-σ until the car stops.

[0086] 2. If α1-α2-σ>5°, then after rotating a single wheel to the target angle, turn back to the original position and turn around until the vehicle stops.

[0087] 3. If α1-α2=σ1<σ, calculate the centroid offset distance d after rotating by an angle α1-α2. Figure 5 is used as an example; the other cases are similar.

[0088] like If the first wheel rotates to σ1, the car stops; otherwise, it does not rotate around the first wheel, but remains stationary and turns around to the target angle before stopping.

[0089] For example, if the target turning angle α1 = 180° when making a U-turn in place, and the current turning angle is α2, calculate the angle that a single wheel needs to rotate as σ.

[0090] If α1-α2-σ≤5°, such as α2=165°, σ=12°, then only a 3° turning angle remains. Switching back to the original turning point from single-wheel rotation will cause a jerky feeling and will not have a significant impact on the reversing position. Therefore, at this time, do not switch back to the original turning point. Rotate the single wheel to a stop, that is, turn 165° in place, and rotate the single wheel 15°. By controlling the time of single-wheel rotation of 15° by controlling the time of single-wheel rotation of 15°, the rotation can reach 15°.

[0091] If α1-α2-σ>5°, such as α2=50°, it is found that the center of mass is too offset. It is necessary to rotate the single wheel σ=10° to correct it. At this time, the remaining total rotation angle is 180°-60°=120°. After rotating the single wheel for 10°, switch back to the original position to turn around and complete the 120° rotation in place. Rotate to 10° by controlling the rotation time of the single wheel.

[0092] If α1-α2=σ1<σ, assuming α2=170° and σ=15°, it means the target is 180°, and it has already rotated 170°. The offset is too large, and we want to adjust the single wheel. According to the aforementioned method, 15° is needed, but this cannot exceed the preset rotation angle of 180°. Adjusting only 10° is insufficient to achieve the desired rotation. Therefore, a new calculation method is needed to determine whether further rotation around the single wheel is required, as shown in Figure 10.

[0093] If A is the initial center of mass coordinate, and O' is the center of mass coordinate after rotating 170° in place, according to the aforementioned calculation method, O' needs to rotate 15° to reach B', where B' is the target position for center of mass correction. However, currently, only a 10° rotation is possible to reach the preset target rotation angle of 180°. To ensure the user's driving experience, blind rotation around a single wheel is avoided. Therefore, the center of mass offset at this point is calculated:

[0094] If the calculated offset |AB| is 0.1m or more smaller than the center of gravity offset calculated using the original method, it means that switching to the first wheel rotation can effectively reduce the center of gravity offset. In this case, the vehicle will be controlled to rotate 170° in place and then rotate 10° with the first wheel. If the calculated offset |AB| is less than 0.1m smaller than the center of gravity offset calculated using the original method, the vehicle will not switch to the first wheel rotation and will directly turn around in place until the target rotation angle is achieved.

[0095] In this application, during a vehicle's stationary turn, the center of gravity offset can be determined based on the initial and current coordinates. By switching from a stationary turn to rotation around a single wheel, the center of gravity offset is corrected, minimizing the offset and preventing large offsets from posing a hazard to the vehicle and surrounding objects, thus ensuring safety during stationary turns. Furthermore, in this application, rotation around the first wheel is only initiated when the vehicle's center of gravity offset exceeds a first threshold. This application also considers the relationship between center of gravity offset and vehicle control under various conditions; movement around the first wheel is only initiated when controlling the rotation of the first wheel ensures the center of gravity offset is less than a distance threshold, preventing frequent activation of the correction strategy from affecting stationary turns and the passenger experience.

[0096] This application also provides an electronic device 300, as shown in FIG11, including: a processor 310, a memory 320, and computer instructions stored in the memory and executable on the processor. When the processor executes the program, the controller implements the vehicle control method of the aforementioned embodiments.

[0097] Preferably, both the memory and the processor are located inside the controller, but the memory can also be located outside the controller, and the location of the memory is not limited.

[0098] According to an embodiment of this application, a control system is provided, including the aforementioned electronic device 300 and a drive motor, to implement the vehicle control method described above.

[0099] According to embodiments of this application, a computer-readable storage medium is also provided, on which program instructions are stored. When the program instructions are run by a computer or processor, they are used to execute corresponding steps of the vehicle control method according to embodiments of this application and to implement corresponding modules for vehicle control according to embodiments of this application.

[0100] The computer-readable storage medium may include, for example, the storage component of a tablet computer, a hard disk of a personal computer, a read-only memory (ROM), an erasable programmable read-only memory (EPROM), a portable compact disc read-only memory (CD-ROM), a USB memory, or any combination of the above storage media. The computer-readable storage medium may be any combination of one or more computer-readable storage media; for example, one computer-readable storage medium may contain computer-readable program code for randomly generating sequences of action instructions, and another computer-readable storage medium may contain computer-readable program code for controlling crystal growth.

[0101] This application also provides a vehicle including the electronic device 300 as described above, and / or the control system as described above and / or the computer-readable storage medium as described above.

[0102] Understandably, the memory in the embodiments of this application can be volatile memory or non-volatile memory, or may include both volatile and non-volatile memory. The non-volatile memory can be read-only memory (ROM), programmable read-only memory (PROM), erasable programmable read-only memory (EPROM), electrically erasable programmable read-only memory (EEPROM), or flash memory. The volatile memory can be random access memory (RAM), which is used as an external cache. By way of example, but not limitation, many forms of RAM are available, such as static random access memory (SRAM), dynamic random access memory (DRAM), synchronous dynamic random access memory (SDRAM), double data rate synchronous dynamic random access memory (DDRSDRAM), enhanced synchronous dynamic random access memory (ESDRAM), synchronous linked dynamic random access memory (SLDRAM), and direct rambus RAM (DR RAM). It should be noted that the memory used in the systems and methods described herein is intended to include, but is not limited to, these and any other suitable types of memory.

[0103] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example.

[0104] Although embodiments of this application have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of this application, the scope of which is defined by the claims and their equivalents.

Claims

1. A vehicle control method, wherein, The method includes: Get the centroid offset; and If the vehicle is determined to be in a state of center-of-gravity offset based on the stated center-of-gravity offset, the vehicle is controlled to move around the first wheel.

2. The method according to claim 1, wherein, The centroid offset is determined based on the vehicle's initial centroid coordinates and current centroid coordinates.

3. The method according to claim 1 or 2, wherein, The centroid offset is determined using the following formula: |d| represents the vehicle's center of gravity offset, x0 is the initial coordinate of the center of gravity along the X-axis in the geodetic horizontal coordinate system, and y0 is the initial coordinate of the center of gravity along the Y-axis in the geodetic horizontal coordinate system. t The current coordinates of the centroid are the coordinates along the X-axis in the geodetic horizontal coordinate system, and the y-axis is the coordinate of the centroid. t It is the coordinate of the current centroid in the Y-axis direction of the geodetic horizontal coordinate system.

4. The method according to any one of claims 1 to 3, wherein, The vehicle is in a state of centroid offset when the vehicle's centroid offset exceeds a first threshold.

5. The method according to any one of claims 1 to 4, wherein, The first wheel is determined based on the vehicle's steering direction and the current coordinates of the center of gravity.

6. The method according to claim 5, wherein, The method further includes: The movement time of the first wheel is determined based on the centroid offset and the steering direction.

7. The method according to claim 6, wherein, Determining the movement time of the first wheel based on the centroid offset and the steering direction includes: Based on the centroid offset and the steering direction, the deflection angle of the first wheel is determined; and The travel time of the first wheel is determined based on the deflection angle of the first wheel.

8. The method according to claim 7, wherein, The deflection angle of the first wheel, based on the centroid offset and the steering direction, is determined by the following formula: σ is the first wheel deflection angle, a is the coordinate of the first wheel in the X-axis direction of the vehicle coordinate system, b is the coordinate of the first wheel in the Y-axis direction of the vehicle coordinate system, x′ is the coordinate of the vehicle's center of mass in the X-axis direction of the current vehicle coordinate system, and y′ is the coordinate of the vehicle's center of mass in the Y-axis direction of the current vehicle coordinate system.

9. The method according to any one of claims 1 to 8, wherein, If, when the vehicle is in a U-turn state, it is determined that the vehicle is in a state of centroid displacement, the method further includes: Before the vehicle completes the center of gravity offset correction by moving around the first wheel, if the vehicle's position is less than or equal to a distance threshold from the target position, then the vehicle is controlled to move around the first wheel until it stops; and / or If the vehicle's position is greater than a distance threshold from the target position before the vehicle completes the center of gravity shift correction by moving the first wheel, then the vehicle continues to turn around and does not move around the first wheel.

10. The method according to claim 9, wherein, The turning-around state includes the turning-around state on the spot.

11. An electronic device comprising a processor, a memory, and a program or instructions stored in the memory and executable on the processor, wherein the program or instructions, when executed by the processor, implement the method as claimed in any one of claims 1 to 10.

12. A control system comprising the electronic device and drive motor of claim 11 to implement the method of any one of claims 1 to 10.

13. A computer-readable storage medium, wherein, The computer-readable storage medium stores computer instructions that, when executed, implement the method as described in any one of claims 1 to 10.

14. A vehicle comprising the electronic device of claim 11 and / or the control system of claim 12 and / or the computer-readable storage medium of claim 13.

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