Vehicle control method and apparatus, storage medium, and electronic device

Abstract

The present disclosure provides a vehicle control method and apparatus, a storage medium, and an electronic device. The method comprises: monitoring an in-place U-turn instruction of a vehicle; in response to the in-place U-turn instruction, determining a functional state of at least one wheel of the vehicle, wherein the functional state is used for representing whether the corresponding wheel has a backward rotation function; on the basis of the functional state, determining an in-place U-turn direction of the vehicle, wherein the in-place U-turn direction is used for representing a direction in which the vehicle performs in-place U-turn; and on the basis of a control policy corresponding to the in-place U-turn direction, controlling the vehicle to perform in-place U-turn, wherein the control policy is used for representing a rule for controlling the torque of the wheel.

Description

Vehicle control methods, devices, storage media and electronic equipment Cross-reference

[0001] This disclosure claims priority to Chinese Patent Application No. 202410780518.5, filed on June 17, 2024, entitled "Control Method, Apparatus, Storage Medium and Electronic Device for Vehicles", the entire contents of which are incorporated herein by reference. Technical Field

[0002] This disclosure relates to the technical field of vehicle control, and more specifically, to a vehicle control method, apparatus, storage medium, and electronic device. Background Technology

[0003] Currently, by applying sufficient counter-torque to the left and right wheels of a vehicle, enough yaw moment can be generated, enabling the vehicle to make a U-turn around a center point. However, if the road surface has an uneven coefficient of adhesion, such as a soft surface, the wheels may collapse, leading to a technical problem where the vehicle cannot be controlled to make a U-turn.

[0004] There is currently no effective solution to the aforementioned technical problem of being unable to control the vehicle to make a U-turn on the spot. Summary of the Invention

[0005] This disclosure provides a vehicle control method, apparatus, storage medium, and electronic device to solve the technical problem of being unable to control a vehicle to make a U-turn on the spot.

[0006] According to one aspect of the disclosed embodiments, a vehicle control method is provided, the method comprising: monitoring a U-turn command of the vehicle; in response to the U-turn command, determining a functional state of at least one wheel of the vehicle, wherein the functional state is used to characterize whether the corresponding wheel has a back-turning function; determining a U-turn direction of the vehicle based on the functional state, wherein the U-turn direction is used to characterize the direction in which the vehicle performs a U-turn; and controlling the vehicle to perform a U-turn according to a control strategy corresponding to the U-turn direction, wherein the control strategy is used to represent a rule for controlling the torque of the wheel.

[0007] Optionally, the method further includes: controlling at least one wheel to perform a steering operation according to a turn-around command.

[0008] Optionally, the vehicle is controlled to make a U-turn in place according to the control strategy corresponding to the direction of the U-turn, including: determining the torque direction of multiple wheels and the suspension state of multiple wheels according to the control strategy corresponding to the direction of the U-turn, wherein the suspension state is used to characterize whether the wheel is suspended from the road surface where the vehicle is located; determining the torque of the wheel based on the torque direction and the suspension state; and controlling the vehicle to make a U-turn in place based on the torque.

[0009] Optionally, the torque of the wheel is determined based on the torque direction and the suspension state, including: determining the wheel's steering angle and displacement rate based on the torque direction and the suspension state; and determining the torque based on the steering angle and displacement rate.

[0010] Optionally, based on torque, controlling the vehicle to make a U-turn includes: determining the vehicle's road surface adhesion value, wherein the road surface adhesion value is used to characterize the friction performance between the vehicle and the road surface; comparing the road surface adhesion value with the torque to obtain a comparison result; and in response to the comparison result that the torque is greater than the road surface adhesion value, controlling the vehicle to make a U-turn.

[0011] Optionally, the direction of turning around on the spot includes: a clockwise direction and a counterclockwise direction, wherein the clockwise direction is used to characterize the direction of turning around on the spot when the vehicle performs a clockwise yaw motion, and the counterclockwise direction is used to characterize the direction of turning around on the spot when the vehicle performs a counterclockwise yaw motion.

[0012] Optionally, according to the control strategy corresponding to the direction of the U-turn, the torque direction of multiple wheels and the suspension state of multiple wheels are determined, including: in response to the clockwise U-turn direction, determining the torque direction of the left front wheel and the right rear wheel of the vehicle, and the suspension state of the right front wheel and the left rear wheel of the vehicle.

[0013] Optionally, according to the control strategy corresponding to the direction of the U-turn, the torque direction of multiple wheels and the suspension state of multiple wheels are determined, including: in response to the counterclockwise U-turn direction, determining the torque direction of the left rear wheel and the right front wheel of the vehicle, and the suspension state of the left front wheel and the right rear wheel of the vehicle.

[0014] According to one aspect of the present disclosure, a vehicle control device is provided. The device may include: a monitoring component configured to monitor a U-turn command of the vehicle; a first determining component configured to determine a functional state of at least one wheel of the vehicle in response to the U-turn command, wherein the functional state characterizes whether the corresponding wheel has a backward turning function; a second determining component configured to determine a U-turn direction of the vehicle based on the functional state, wherein the U-turn direction characterizes the direction in which the vehicle performs a U-turn; and a control component configured to control the vehicle to perform a U-turn according to a control strategy corresponding to the U-turn direction, wherein the control strategy represents a rule for controlling the torque of the wheel.

[0015] According to another aspect of the present disclosure, an electronic device is also provided, including: a memory storing an executable program; and a processor for running the program, wherein the program executes the methods in various embodiments of the present disclosure when it runs.

[0016] According to another aspect of the embodiments of the present disclosure, a computer-readable storage medium is also provided, the computer-readable storage medium including a stored executable program, wherein, when the executable program is executed, it controls the device where the computer-readable storage medium is located to perform the methods of the various embodiments of the present disclosure.

[0017] According to another aspect of the embodiments of this disclosure, a computer program product is also provided, including a computer program that, when executed by a processor, implements the methods of various embodiments of this disclosure.

[0018] According to another aspect of the embodiments of this disclosure, a computer program product is also provided, including a non-volatile computer-readable storage medium storing a computer program that, when executed by a processor, implements the methods in various embodiments of this disclosure.

[0019] According to another aspect of the embodiments of this disclosure, a computer program is also provided, which, when executed by a processor, implements the methods of the various embodiments of this disclosure.

[0020] According to another aspect of the present disclosure, a vehicle is also provided that, when executed, implements the methods of the various embodiments of the present disclosure.

[0021] In this embodiment, a U-turn command for a vehicle is monitored; in response to the U-turn command, the functional state of at least one wheel of the vehicle is determined, wherein the functional state characterizes whether the corresponding wheel has a backward turning function; based on the functional state, the U-turn direction of the vehicle is determined, wherein the U-turn direction characterizes the direction in which the vehicle performs a U-turn; and the vehicle is controlled to perform a U-turn according to a control strategy corresponding to the U-turn direction, wherein the control strategy represents a rule for controlling the torque of the wheel. In other words, this embodiment can first monitor a U-turn command for a vehicle, and in response to the U-turn command, determine the functional state of at least one vehicle. Then, based on the obtained vehicle functional state, the U-turn direction of the vehicle can be determined, and finally, the vehicle can be controlled to perform a U-turn according to the control strategy corresponding to the U-turn direction. Since it is considered that after receiving the command to turn the vehicle in place, the functional state of the wheels can be determined, and then the direction of the turn can be determined based on the functional state, the vehicle can be controlled to turn in place according to the control strategy corresponding to the direction of the turn, thus solving the technical problem of not being able to control the vehicle to turn in place, and realizing the technical effect of being able to control the vehicle to turn in place. Attached Figure Description

[0022] The accompanying drawings, which are included to provide a further understanding of this disclosure and form part of this disclosure, illustrate exemplary embodiments of the present disclosure and are used to explain the disclosure, but do not constitute an undue limitation of the disclosure. In the drawings:

[0023] Figure 1 is a flowchart of a vehicle control method according to an embodiment of the present disclosure;

[0024] Figure 2 is a schematic diagram of wheel steering of a vehicle performing a U-turn in place according to an embodiment of the present disclosure;

[0025] Figure 3 is a schematic diagram of steering wheel and suspension control of a vehicle according to an embodiment of the present disclosure;

[0026] Figure 4 is a schematic diagram of wheel steering for another vehicle performing a U-turn in place according to an embodiment of the present disclosure;

[0027] Figure 5 is a schematic diagram of a vehicle control device according to an embodiment of the present disclosure. Detailed Implementation

[0028] To enable those skilled in the art to better understand the present disclosure, the technical solutions of the present disclosure will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present disclosure, and not all embodiments. Based on the embodiments of the present disclosure, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present disclosure.

[0029] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this disclosure are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this disclosure described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or device that comprises a series of steps or components is not necessarily limited to those steps or components explicitly listed, but may include other steps or components not explicitly listed or inherent to such processes, methods, products, or devices.

[0030] According to an embodiment of this disclosure, a vehicle control method is provided. It should be noted that the steps shown in the flowcharts of the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowcharts, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0031] The vehicle control method according to the embodiments of this disclosure is described below.

[0032] Figure 1 is a flowchart of a vehicle control method according to an embodiment of the present disclosure. As shown in Figure 1, the method may include the following steps:

[0033] Step S101: Monitor the vehicle's U-turn command.

[0034] In the technical solution provided in step S101 of this disclosure, the vehicle's U-turn command can be monitored using monitoring software or tools. It should be noted that this is merely an example of how to monitor the vehicle's U-turn command, and does not specifically limit the method and process for monitoring the vehicle's U-turn command.

[0035] Optionally, the system can monitor vehicle U-turn commands by having the user input the command. The user can be the driver. For example, after the driver inputs the U-turn command, the monitoring software can be used to track the vehicle's U-turn behavior.

[0036] Step S102: In response to the in-situ U-turn command, determine the functional state of at least one wheel of the vehicle, wherein the functional state is used to characterize whether the corresponding wheel has a backward turning function.

[0037] In the technical solution provided by step S102 of this disclosure, after receiving the command to turn around in place, in response to the command, the functional state of at least one wheel of the vehicle can be determined, thereby achieving the purpose of determining whether the wheel has the function of turning backward.

[0038] Optionally, the wheel's backward rotation function can be activated based on the wheel's functional status. For example, once it is determined that the wheel has the backward rotation function, the wheel's backward rotation function can be activated.

[0039] It should be noted that this is only a preferred embodiment for determining the functional state of at least one wheel of a vehicle. The process and method for determining the functional state of at least one wheel of a vehicle are not specifically limited. As long as the process and method for determining the functional state of at least one wheel of a vehicle are based on the command to turn around in place, they are all within the protection scope of this disclosure and will not be listed here.

[0040] Step S103: Based on the functional state, determine the direction of the vehicle's U-turn, wherein the direction of the U-turn is used to characterize the direction in which the vehicle makes a U-turn.

[0041] In the technical solution provided by step S103 of this disclosure, the direction of the vehicle's U-turn can be determined based on the functional state obtained in step S102. The direction of the U-turn can be a clockwise U-turn or a counterclockwise U-turn.

[0042] Optionally, based on the obtained functional status, the direction for the vehicle to turn around in place is determined, so that the vehicle turns around clockwise or counterclockwise. It should be noted that this is only a preferred embodiment for determining the direction for the vehicle to turn around in place, and does not specifically limit the direction for determining the vehicle to turn around in place.

[0043] Step S104: Control the vehicle to make a U-turn in place according to the control strategy corresponding to the direction of the U-turn. The control strategy is used to represent the rules for controlling the torque of the wheels.

[0044] In the technical solution provided in step S104 of this disclosure, based on the obtained turning direction of the vehicle, the vehicle can be controlled to make a U-turn in place according to the control strategy corresponding to that turning direction. The control strategy can be a preset control method.

[0045] For example, after the driver inputs the command to make a U-turn, the system first determines that the vehicle's wheels have the ability to turn backwards. Once the backwards function is activated, the system can determine that the U-turn direction is clockwise. Then, the system automatically turns the steering wheel all the way to the right and uses the control strategy to control the vehicle to make a U-turn.

[0046] It should be noted that this is only a preferred embodiment of controlling a vehicle to make a U-turn on the spot, and the process and method of controlling the vehicle to make a U-turn on the spot are not specifically limited. As long as the control strategy is based on the direction of the U-turn, the process and method of controlling the vehicle to make a U-turn on the spot are within the protection scope of this disclosure, and will not be elaborated here.

[0047] In this disclosure, steps S101 to S104 involve monitoring a U-turn command from a vehicle; in response to the U-turn command, determining the functional state of at least one wheel of the vehicle, wherein the functional state characterizes whether the corresponding wheel has a backward turning function; based on the functional state, determining the U-turn direction of the vehicle, wherein the U-turn direction characterizes the direction in which the vehicle performs a U-turn; and controlling the vehicle to perform a U-turn according to a control strategy corresponding to the U-turn direction, wherein the control strategy represents the rules for controlling the torque of the wheels. In other words, this disclosure embodiment can first monitor a U-turn command from a vehicle, and in response to the U-turn command, determine the functional state of at least one vehicle. Then, based on the obtained vehicle functional state, the U-turn direction of the vehicle can be determined, and finally, the vehicle can be controlled to perform a U-turn according to the control strategy corresponding to the U-turn direction. Since it is considered that after receiving the command to turn the vehicle in place, the functional state of the wheels can be determined, and then the direction of the turn can be determined based on the functional state, the vehicle can be controlled to turn in place according to the control strategy corresponding to the direction of the turn, thus solving the technical problem of not being able to control the vehicle to turn in place, and realizing the technical effect of being able to control the vehicle to turn in place.

[0048] The method described in this embodiment will be further described below.

[0049] As an alternative embodiment, the method further includes: controlling at least one wheel to perform a steering operation according to a turn-around command.

[0050] In this embodiment, based on the obtained U-turn command, at least one vehicle can be controlled to perform a steering operation, and the functional state of at least one vehicle can be determined. The steering operation can be turning the steering wheel fully to the right or fully to the left. This is merely an illustrative example of the steering operation and does not impose any specific limitations on it.

[0051] For example, upon receiving a U-turn command, the vehicle's steering wheel is automatically turned fully to the right, and the wheel's rear turn function is confirmed to be capable of turning backward. Under these conditions, the right rear wheel can turn to its maximum angle.

[0052] As an optional embodiment, controlling the vehicle to make a U-turn in place according to the control strategy corresponding to the direction of the U-turn includes: determining the torque direction of multiple wheels and the suspension state of multiple wheels according to the control strategy corresponding to the direction of the U-turn in place, wherein the suspension state is used to characterize whether the wheel is suspended from the road surface where the vehicle is located; determining the torque of the wheel based on the torque direction and the suspension state; and controlling the vehicle to make a U-turn in place based on the torque.

[0053] In this embodiment, based on the direction of the U-turn, the torque direction and suspension state of multiple wheels can be determined first. Then, based on the torque direction and suspension state obtained above, the torque of the wheel can be determined. Finally, based on the torque, the wheel can be controlled to make a U-turn.

[0054] Alternatively, the suspended state can be achieved through the suspension, for example, by controlling the right front wheel and left rear wheel of the vehicle to be suspended off the ground.

[0055] For example, based on the direction of the U-turn, the suspension status of the vehicle's right front wheel and left rear wheel, as well as the torque direction of the right rear wheel and left front wheel, can be determined. Then, based on the suspension status and torque direction obtained above, the torque of the right rear wheel and left front wheel can be determined. Furthermore, based on this torque, the vehicle can be controlled to make a U-turn.

[0056] As an optional embodiment, determining the wheel torque based on the torque direction and the suspension state includes: determining the wheel's steering angle and displacement rate based on the torque direction and the suspension state; and determining the torque based on the steering angle and displacement rate.

[0057] In this embodiment, based on the obtained torque direction and suspension state, the wheel's steering angle and displacement rate can be determined, thereby achieving the purpose of determining the torque based on the obtained steering angle and displacement rate. The steering angle can be a manually controlled wheel steering angle, such as 30 degrees (°), 9 degrees, etc. The displacement rate can be a manually controlled percentage, for example, controlling the displacement rate within 15%.

[0058] For example, when a vehicle is making a clockwise U-turn, the turning angle and displacement rate of the wheels can be determined first. Based on the turning angles of the front and rear wheels, the torque with equal longitudinal force and opposite direction can be calculated. The displacement rate is controlled at 15% (which can be calibrated), and the control method can include proportional-integral-derivative controller (PID) control, sliding control, etc.

[0059] It is understood that this is only a preferred embodiment for determining the torque of the wheel, and the process and method for determining the torque of the wheel are not specifically limited. As long as the process and method for determining the torque of the wheel are based on the torque direction and the suspension state of the wheel, they are all within the protection scope of this disclosure, and will not be elaborated here.

[0060] As an optional embodiment, controlling a vehicle to make a U-turn based on torque includes: determining the vehicle's road surface adhesion value, wherein the road surface adhesion value is used to characterize the friction performance between the vehicle and the road surface; comparing the road surface adhesion value with the torque to obtain a comparison result; and controlling the vehicle to make a U-turn in response to the comparison result that the torque is greater than the road surface adhesion value.

[0061] In this embodiment, the road surface adhesion value of the vehicle can be determined first, and then the road surface adhesion value can be compared with the obtained torque. If the torque is greater than the road surface adhesion value, the vehicle can be controlled to make a U-turn on the spot.

[0062] Optionally, the road surface adhesion value is used to characterize the adhesion limit of the road surface when the wheel slips. It can be called the road surface adhesion coefficient or the road surface adhesion limit.

[0063] For example, when the wheels slip, the vehicle's road surface adhesion value is determined and compared with the wheel torque. If the torque is greater than the road surface adhesion limit, the vehicle can be controlled to turn around on the spot.

[0064] As an optional embodiment, the direction of turning around on the spot includes: a clockwise turning direction and a counterclockwise turning direction, wherein the clockwise turning direction is used to characterize the direction of turning around on the spot when the vehicle performs a clockwise yaw motion, and the counterclockwise turning direction is used to characterize the direction of turning around on the spot when the vehicle performs a counterclockwise yaw motion.

[0065] In this embodiment, the direction of turning around on the spot can include: a clockwise turning direction and a counterclockwise turning direction, wherein the clockwise turning direction can be referred to as the clockwise turning-around direction, and the counterclockwise turning direction can be referred to as the counterclockwise turning-around direction.

[0066] Optionally, when the driver wants to yaw clockwise, the vehicle can be controlled to turn in a clockwise direction; when the driver wants to yaw counterclockwise, the vehicle can be controlled to turn in a counterclockwise direction.

[0067] Optionally, depending on the different directions of turning around in place, it can be determined which diagonal wheel to control to slip, and the other diagonal wheel to be suspended off the ground. The torque of each wheel is controlled according to the control strategy to achieve the purpose of sideslipping and fixing respectively.

[0068] It should be noted that this example only illustrates the direction of a U-turn on the spot, and does not specifically limit the types of directions that can be included in a U-turn on the spot.

[0069] As an optional embodiment, according to the control strategy corresponding to the direction of the U-turn, the torque direction of multiple wheels and the suspension state of multiple wheels are determined, including: in response to the direction of the U-turn being a clockwise U-turn, determining the torque direction of the left front wheel of the vehicle, the torque direction of the right rear wheel of the vehicle, and the suspension state of the right front wheel of the vehicle and the suspension state of the left rear wheel of the vehicle.

[0070] In this embodiment, if the direction of the U-turn is clockwise, the torque direction of the vehicle's left front wheel and right rear wheel, as well as the suspended state of the vehicle's right front wheel and left rear wheel, can be determined. The left front wheel can be simply referred to as the left front wheel, the right rear wheel as the right rear wheel, and the left rear wheel as the left rear wheel.

[0071] Optionally, when the direction of the U-turn is clockwise, the torque direction of the left front wheel of the vehicle is forward, and the torque direction of the right rear wheel is backward.

[0072] For example, when the driver wants to yaw clockwise, the torque direction of the right rear wheel is backward and the torque direction of the left front wheel is forward. The air suspension controls the suspension extension and retraction to achieve suspension control that keeps the right front wheel and left rear wheel off the ground.

[0073] As an optional embodiment, according to the control strategy corresponding to the direction of the U-turn, the torque direction of multiple wheels and the suspension state of multiple wheels are determined, including: in response to the direction of the U-turn being a counterclockwise U-turn, determining the torque direction of the left rear wheel of the vehicle, the torque direction of the right front wheel of the vehicle, and the suspension state of the left front wheel of the vehicle and the suspension state of the right rear wheel of the vehicle.

[0074] In this embodiment, if the vehicle turns around in a counter-clockwise direction, the torque direction of the left rear wheel and the right front wheel of the vehicle, as well as the suspension state of the left front wheel and the right rear wheel of the vehicle, can be determined.

[0075] Optionally, when the direction of the U-turn is counterclockwise, it can be determined that the torque direction of the left rear wheel of the vehicle is backward and the torque direction of the right front wheel is forward.

[0076] For example, when the driver wants to yaw counterclockwise, the torque direction of the left rear wheel is backward and the torque direction of the right front wheel is forward. The air suspension is used to control the suspension extension and retraction, so as to control the suspension to keep the right rear wheel and the left front wheel off the ground.

[0077] In this embodiment, a U-turn command from the vehicle can be monitored first. In response to this command, the functional state of at least one vehicle can be determined. Then, based on the obtained functional state, the U-turn direction can be determined. Finally, the vehicle can be controlled to perform a U-turn according to the control strategy corresponding to that direction. Since the functional state of the wheels can be determined after receiving the U-turn command, and the U-turn direction can be determined based on this state, the vehicle can be controlled to perform a U-turn according to the corresponding control strategy. This solves the technical problem of being unable to control a vehicle to perform a U-turn and achieves the technical effect of being able to control a vehicle to perform a U-turn.

[0078] The technical solutions of the present disclosure embodiments are illustrated below with reference to preferred embodiments.

[0079] Currently, the requirements for motor torque and road surface adhesion coefficient are relatively high for the problem of vehicles turning on the spot. This is because it is impossible to generate enough yaw torque to meet the conditions for activating the vehicle's backward turning function.

[0080] Figure 2 is a schematic diagram of wheel steering for a vehicle to perform a U-turn according to an embodiment of this disclosure. As shown in Figure 2, in related technologies, to perform a U-turn, sufficient reverse torque is applied to the left and right wheels of the vehicle to generate sufficient yaw moment, enabling the vehicle to turn around a center point. However, when the road surface adhesion coefficient is uneven, especially when the ground is soft, it is easy to cause road surface collapse, and the vehicle's U-turn function cannot be achieved or the effect is extremely poor, causing significant damage to the road surface and tires, thus leading to the technical problem of being unable to control the vehicle to perform a U-turn.

[0081] Optionally, taking a clockwise U-turn as an example, a positive torque is applied to the left wheel, and an equal negative torque is applied to the right wheel. After applying torque to the wheels, sufficient yaw moment is generated to initiate the U-turn. During this process, not only will the four wheels suffer varying degrees of damage due to resistance to friction, but the yaw motion of the four wheels will also cause mud to accumulate on surfaces such as silt, leading to a failed U-turn and creating a certain degree of danger.

[0082] In one feasible embodiment, a system and method for controlling torque-induced yaw in a vehicle are proposed. This method performs open-loop control of the torque of the four wheels and closed-loop control after wheel slippage occurs. The open-loop control in this method results in the four wheels not slipping simultaneously because the vertical loads and road adhesion conditions of the four wheels are inconsistent. Even if the closed-loop control function suppresses the wheel speed of the first slipping wheel, when one wheel is slipping while the other three wheels are not, the vehicle remains stationary. The slipping wheel "digs a hole" in the soft ground, increasing the yaw resistance of that wheel. Under the influence of this hole, even if the other three wheels subsequently slip, the entire vehicle cannot yaw. Therefore, the above solution still suffers from the technical problem of being unable to control the vehicle to turn around on the spot.

[0083] To address the aforementioned problems, this disclosure proposes a vehicle control method. This method first monitors a U-turn command from the vehicle. In response to this command, it determines at least one functional state of the vehicle. Then, based on the obtained functional state, it determines the U-turn direction. Finally, it controls the vehicle to perform a U-turn according to the control strategy corresponding to that direction. Since the functional state of the wheels can be determined after receiving the U-turn command, and the U-turn direction can be determined based on this state, allowing the vehicle to perform a U-turn according to the corresponding control strategy, this method solves the technical problem of being unable to control a vehicle to perform a U-turn, achieving the technical effect of being able to control a vehicle to perform a U-turn.

[0084] Figure 3 is a schematic diagram of steering wheel and suspension control of a vehicle according to an embodiment of the present disclosure. As shown in Figure 3, after the driver inputs the command to make a U-turn in place, taking a clockwise U-turn as an example, the steering wheel automatically turns the wheel all the way to the right, and at this time the wheel has the function of turning backward, and the function of turning backward can be activated. Under this condition, the right rear wheel turns to the maximum angle, thereby using the control strategy to control the vehicle to make a U-turn in place.

[0085] Optionally, as shown in Figure 3, when performing a U-turn on the spot (taking a clockwise U-turn as an example), the air suspension is used to control the suspension extension and retraction, so as to control the right front wheel and the left rear wheel to be suspended off the ground.

[0086] Optionally, the direction of a U-turn can include clockwise and counterclockwise. Depending on the direction of the U-turn, it can be determined which diagonal wheel will slip and the other diagonal wheel will be suspended off the ground by controlling the suspension. The torque of each wheel is controlled according to the control strategy to achieve the purpose of sideslip and fixation respectively.

[0087] Optionally, when the driver wants to yaw clockwise, the vehicle can be controlled to turn in a clockwise direction; when the driver wants to yaw counterclockwise, the vehicle can be controlled to turn in a counterclockwise direction.

[0088] For example, when the driver wants to yaw clockwise, the torque direction of the right rear wheel is backward and the torque direction of the left front wheel is forward. The air suspension controls the suspension extension and retraction to achieve suspension control that keeps the right front wheel and left rear wheel off the ground.

[0089] For example, when the driver wants to yaw counterclockwise, the torque direction of the left rear wheel is backward and the torque direction of the right front wheel is forward. The air suspension is used to control the suspension extension and retraction, so as to control the suspension to keep the right rear wheel and the left front wheel off the ground.

[0090] Figure 4 is a schematic diagram of wheel steering for a vehicle to make a U-turn in place according to another embodiment of the present disclosure. As shown in Figure 4, the wheel slips and the torque needs to be greater than the road surface adhesion limit. Taking the vehicle making a clockwise U-turn as an example, the torque of the left front wheel of the vehicle is forward and the torque of the right rear wheel is backward.

[0091] Optionally, the torque can be calculated as follows: when the vehicle is making a clockwise U-turn, the wheel angle and displacement rate can be determined first. Based on the wheel angles of the front and rear wheels, the torque with equal longitudinal force and opposite direction can be calculated. The displacement rate is controlled at 15% (which can be calibrated), and the control method can include PID control, sliding control, etc.

[0092] In this embodiment, a U-turn command from the vehicle can be monitored first. In response to this command, the functional state of at least one vehicle can be determined. Then, based on the obtained functional state, the U-turn direction can be determined. Finally, the vehicle can be controlled to perform a U-turn according to the control strategy corresponding to that direction. Since the functional state of the wheels can be determined after receiving the U-turn command, and the U-turn direction can be determined based on this state, the vehicle can be controlled to perform a U-turn according to the corresponding control strategy. This solves the technical problem of being unable to control a vehicle to perform a U-turn and achieves the technical effect of being able to control a vehicle to perform a U-turn.

[0093] According to an embodiment of this disclosure, a vehicle control device is provided. It should be noted that this vehicle control device can be used to execute a vehicle control method as described in the embodiments.

[0094] Figure 5 is a schematic diagram of a vehicle control device according to an embodiment of the present disclosure. As shown in Figure 5, a vehicle control device 500 may include: a monitoring component 501, a first determining component 502, a second determining component 503, and a control component 504.

[0095] Monitoring component 501 is configured to monitor the vehicle's U-turn command.

[0096] The first determining component 502 is configured to determine the functional state of at least one wheel of the vehicle in response to a turn-around command, wherein the functional state is used to characterize whether the corresponding wheel has a turn-around function.

[0097] The second determining component 503 is configured to determine the direction of a vehicle's U-turn based on its functional state, wherein the direction of the U-turn is used to characterize the direction in which the vehicle makes a U-turn.

[0098] Control component 504 is configured to control the vehicle to make a U-turn in place according to a control strategy corresponding to the direction of the U-turn, wherein the control strategy is used to represent the rules for controlling the torque of the wheels.

[0099] Optionally, the first determining component 502 may include: a first control module configured to control at least one wheel to perform a steering operation according to a turn-around command.

[0100] Optionally, the control component 504 may include: a first determining module, configured to determine the torque direction of multiple wheels and the suspension state of multiple wheels according to the control strategy corresponding to the direction of the U-turn, wherein the suspension state is used to characterize whether the wheels are suspended from the road surface where the vehicle is located; a second determining module, configured to determine the torque of the wheels based on the torque direction and the suspension state; and a second control module, configured to control the vehicle to perform a U-turn based on the torque.

[0101] Optionally, the second determining module may include: a first determining submodule, configured to determine the wheel's rotation angle and displacement rate based on the torque direction and the suspension state; and a second determining submodule, configured to determine the torque based on the rotation angle and displacement rate.

[0102] Optionally, the second control module may include: a third determining submodule, configured to determine the road surface adhesion value of the vehicle, wherein the road surface adhesion value is used to characterize the friction performance between the vehicle and the road surface; a comparison module, configured to compare the road surface adhesion value with the torque to obtain a comparison result; and a third control module, configured to control the vehicle to make a U-turn in response to the comparison result that the torque is greater than the road surface adhesion value.

[0103] Optionally, the direction of turning around on the spot includes: a clockwise direction and a counterclockwise direction, wherein the clockwise direction is used to characterize the direction of turning around on the spot when the vehicle performs a clockwise yaw motion, and the counterclockwise direction is used to characterize the direction of turning around on the spot when the vehicle performs a counterclockwise yaw motion.

[0104] Optionally, the first determining module may include: a fourth determining submodule, configured to determine the torque direction of the left front wheel of the vehicle, the torque direction of the right rear wheel of the vehicle, and the suspended state of the right front wheel and the suspended state of the left rear wheel of the vehicle in response to the in-place turning direction being clockwise.

[0105] Optionally, the first determining module may include: a fifth determining submodule, configured to determine the torque direction of the left rear wheel and the torque direction of the right front wheel of the vehicle, as well as the suspended state of the left front wheel and the suspended state of the right rear wheel of the vehicle, in response to the counterclockwise turning direction.

[0106] In this embodiment, a monitoring component monitors the vehicle's U-turn command; a first determining component, in response to the U-turn command, determines the functional state of at least one wheel of the vehicle, wherein the functional state characterizes whether the corresponding wheel has a backward turning function; a second determining component, based on the functional state, determines the U-turn direction of the vehicle, wherein the U-turn direction characterizes the direction in which the vehicle performs the U-turn; and a control component, according to a control strategy corresponding to the U-turn direction, controls the vehicle to perform the U-turn, wherein the control strategy represents the rules for controlling the torque of the wheels. This solves the technical problem of being unable to control the vehicle to perform a U-turn and achieves the technical effect of being able to control the vehicle to perform a U-turn.

[0107] Embodiments of this disclosure also provide an electronic device, including: a memory storing an executable program; and a processor for running the program, wherein the program executes the methods described in various embodiments of this disclosure when it runs.

[0108] Optionally, the electronic device is used to determine the functional state of at least one wheel of the vehicle in response to a U-turn command, including controlling at least one wheel to perform a steering operation according to the U-turn command.

[0109] Optionally, the electronic device is used to control the vehicle to make a U-turn in place according to the control strategy corresponding to the direction of the U-turn, including: determining the torque direction of multiple wheels and the suspension state of multiple wheels according to the control strategy corresponding to the direction of the U-turn, wherein the suspension state is used to characterize whether the wheel is suspended from the road surface where the vehicle is located; determining the torque of the wheel based on the torque direction and the suspension state; and controlling the vehicle to make a U-turn in place based on the torque.

[0110] Optionally, the electronic device is used to determine the torque of the wheel based on the torque direction and the suspension state, including: determining the wheel's steering angle and displacement rate based on the torque direction and the suspension state; and determining the torque based on the steering angle and displacement rate.

[0111] Optionally, the electronic device is used to control the vehicle to make a U-turn based on torque, including: determining the road surface adhesion value of the vehicle; comparing the road surface adhesion value with the torque to obtain a comparison result; and controlling the vehicle to make a U-turn in response to the comparison result that the torque is greater than the road surface adhesion value.

[0112] Optionally, the direction of turning around on the spot includes: a clockwise direction and a counterclockwise direction, wherein the clockwise direction is used to characterize the direction of turning around on the spot when the vehicle performs a clockwise yaw motion, and the counterclockwise direction is used to characterize the direction of turning around on the spot when the vehicle performs a counterclockwise yaw motion.

[0113] Optionally, the electronic device is used to determine the torque direction of multiple wheels and the suspension state of multiple wheels according to the control strategy corresponding to the direction of the U-turn, including: in response to the clockwise U-turn direction, determining the torque direction of the left front wheel and the right rear wheel of the vehicle, and the suspension state of the right front wheel and the left rear wheel of the vehicle.

[0114] Optionally, the electronic device is used to determine the torque direction of multiple wheels and the suspension state of multiple wheels according to the control strategy corresponding to the direction of the U-turn, including: in response to the counterclockwise U-turn direction, determining the torque direction of the left rear wheel and the right front wheel of the vehicle, and the suspension state of the left front wheel and the right rear wheel of the vehicle.

[0115] Embodiments of this disclosure also provide a computer-readable storage medium including a stored executable program, wherein, when the executable program is executed, it controls the device on which the computer-readable storage medium resides to perform the methods of the various embodiments of this disclosure.

[0116] Optionally, the storage medium is used to determine the functional state of at least one wheel of the vehicle in response to a U-turn command, including controlling at least one wheel to perform a steering operation according to the U-turn command.

[0117] Optionally, the storage medium is used to control the vehicle to make a U-turn in place according to the control strategy corresponding to the direction of the U-turn, including: determining the torque direction of multiple wheels and the suspension state of multiple wheels according to the control strategy corresponding to the direction of the U-turn, wherein the suspension state is used to characterize whether the wheel is suspended from the road surface where the vehicle is located; determining the torque of the wheel based on the torque direction and the suspension state; and controlling the vehicle to make a U-turn in place based on the torque.

[0118] Optionally, the storage medium is used to determine the torque of a wheel based on the torque direction and the suspension state, including: determining the wheel's rotation angle and displacement rate based on the torque direction and the suspension state; and determining the torque based on the rotation angle and displacement rate.

[0119] Optionally, the storage medium is used to control a vehicle to make a U-turn based on torque, including: determining the vehicle's road surface adhesion value; comparing the road surface adhesion value with the torque to obtain a comparison result; and controlling the vehicle to make a U-turn in response to the comparison result that the torque is greater than the road surface adhesion value.

[0120] Optionally, the direction of turning around on the spot includes: a clockwise direction and a counterclockwise direction, wherein the clockwise direction is used to characterize the direction of turning around on the spot when the vehicle performs a clockwise yaw motion, and the counterclockwise direction is used to characterize the direction of turning around on the spot when the vehicle performs a counterclockwise yaw motion.

[0121] Optionally, the storage medium is used to determine the torque direction of multiple wheels and the suspension state of multiple wheels according to the control strategy corresponding to the direction of a U-turn, including: in response to the clockwise U-turn direction, determining the torque direction of the left front wheel and the right rear wheel of the vehicle, and the suspension state of the right front wheel and the left rear wheel of the vehicle.

[0122] Optionally, the storage medium is used to determine the torque direction of multiple wheels and the suspension state of multiple wheels according to the control strategy corresponding to the direction of the U-turn, including: in response to the counterclockwise U-turn direction, determining the torque direction of the left rear wheel and the right front wheel of the vehicle, and the suspension state of the left front wheel and the right rear wheel of the vehicle.

[0123] Embodiments of this disclosure also provide a computer program product, including a computer program that, when executed by a processor, implements the methods of various embodiments of this disclosure.

[0124] Embodiments of this disclosure also provide a computer program product, including a non-volatile computer-readable storage medium for storing a computer program that, when executed by a processor, implements the methods described in various embodiments of this disclosure.

[0125] Embodiments of this disclosure also provide a computer program that, when executed by a processor, implements the methods described in the various embodiments of this disclosure.

[0126] Embodiments of this disclosure also provide a vehicle for implementing the methods described in the various embodiments of this disclosure.

[0127] Optionally, the vehicle is used to determine the functional state of at least one wheel of the vehicle in response to a U-turn command, including controlling at least one wheel to perform a steering operation according to the U-turn command.

[0128] Optionally, the vehicle is used to control the vehicle to make a U-turn in place according to the control strategy corresponding to the direction of the U-turn, including: determining the torque direction of multiple wheels and the suspension state of multiple wheels according to the control strategy corresponding to the direction of the U-turn in place, wherein the suspension state is used to characterize whether the wheel is suspended from the road surface where the vehicle is located; determining the torque of the wheel based on the torque direction and the suspension state; and controlling the vehicle to make a U-turn in place based on the torque.

[0129] Optionally, the vehicle is used to determine the wheel torque based on the torque direction and the suspension state, including: determining the wheel's steering angle and displacement rate based on the torque direction and the suspension state; and determining the torque based on the steering angle and displacement rate.

[0130] Optionally, the vehicle is used to control the vehicle to make a U-turn based on torque, including: determining the road surface adhesion value of the vehicle; comparing the road surface adhesion value with the torque to obtain a comparison result; and controlling the vehicle to make a U-turn in response to the comparison result that the torque is greater than the road surface adhesion value.

[0131] Optionally, the direction of turning around on the spot includes: a clockwise direction and a counterclockwise direction, wherein the clockwise direction is used to characterize the direction of turning around on the spot when the vehicle performs a clockwise yaw motion, and the counterclockwise direction is used to characterize the direction of turning around on the spot when the vehicle performs a counterclockwise yaw motion.

[0132] Optionally, the vehicle is used to determine the torque direction of multiple wheels and the suspension state of multiple wheels according to the control strategy corresponding to the direction of the U-turn, including: in response to the direction of the U-turn being a clockwise U-turn, determining the torque direction of the left front wheel of the vehicle, the torque direction of the right rear wheel of the vehicle, and the suspension state of the right front wheel of the vehicle and the suspension state of the left rear wheel of the vehicle.

[0133] Optionally, the vehicle is used to determine the torque direction of multiple wheels and the suspension state of multiple wheels according to the control strategy corresponding to the direction of the U-turn, including: in response to the direction of the U-turn being a counterclockwise U-turn, determining the torque direction of the left rear wheel of the vehicle and the torque direction of the right front wheel of the vehicle, as well as the suspension state of the left front wheel of the vehicle and the suspension state of the right rear wheel of the vehicle.

[0134] The sequence numbers of the embodiments disclosed above are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0135] In the above embodiments of this disclosure, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0136] In the several embodiments provided in this disclosure, it should be understood that the disclosed technical content can be implemented in other ways. The device embodiments described above are merely illustrative; for example, the division of components can be a logical functional division, and in actual implementation, there may be other division methods. For example, multiple components or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the displayed or discussed mutual coupling or direct coupling or communication connection may be through some interfaces; the indirect coupling or communication connection of components or modules may be electrical or other forms.

[0137] The components described as separate parts may or may not be physically separate. The parts shown as components may or may not be physical components; that is, they may be located in one place or distributed across multiple components. Some or all of the components can be selected to achieve the purpose of this embodiment according to actual needs.

[0138] Furthermore, the functional components in the various embodiments of this disclosure can be integrated into a single processing component, or each component can exist physically separately, or two or more components can be integrated into a single component. The integrated components described above can be implemented in hardware or as software functional components.

[0139] If integrated components are implemented as software functional components and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solutions of this disclosure, in essence, or the parts that contribute to the prior art, or all or part of the technical solutions, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of the various embodiments of this disclosure. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, read-only memory (ROM), random access memory (RAM), portable hard drives, magnetic disks, or optical disks.

[0140] The above are merely preferred embodiments of this disclosure. It should be noted that those skilled in the art can make various improvements and modifications without departing from the principles of this disclosure, and these improvements and modifications should also be considered within the scope of protection of this disclosure. Industrial applicability

[0141] The solution provided in this disclosure can be applied to the control process of a vehicle. It can monitor a vehicle's U-turn command; in response to the U-turn command, determine the functional state of at least one wheel of the vehicle, wherein the functional state characterizes whether the corresponding wheel has a backward turning function; based on the functional state, determine the U-turn direction of the vehicle, wherein the U-turn direction characterizes the direction in which the vehicle performs a U-turn; and control the vehicle to perform a U-turn according to a control strategy corresponding to the U-turn direction, wherein the control strategy represents the rules for controlling the torque of the wheel. In this disclosure, by monitoring a vehicle's U-turn command, and in response to the command, determining the functional state of at least one vehicle, then determining the U-turn direction based on the obtained functional state, and finally controlling the vehicle to perform a U-turn according to the control strategy corresponding to the U-turn direction. Since it is considered that after receiving the command to turn the vehicle in place, the functional state of the wheels can be determined, and then the direction of the turn can be determined based on the functional state, the vehicle can be controlled to turn in place according to the control strategy corresponding to the direction of the turn, thus solving the technical problem of not being able to control the vehicle to turn in place, and achieving the technical effect of being able to control the vehicle to turn in place.

Claims

1. A method for controlling a vehicle, comprising: Monitor vehicle's U-turn command; In response to the in-situ U-turn command, the functional state of at least one wheel of the vehicle is determined, wherein the functional state is used to characterize whether the corresponding wheel has a backward turning function; Based on the functional state, the direction of the vehicle's U-turn is determined, wherein the direction of the U-turn is used to characterize the direction in which the vehicle makes a U-turn. The vehicle is controlled to make a U-turn in place according to the control strategy corresponding to the direction of the U-turn, wherein the control strategy is used to represent the rules for controlling the torque of the wheels.

2. The method according to claim 1, wherein, The method further includes: According to the in-place turn command, control at least one of the wheels to perform a steering operation.

3. The method according to claim 1, wherein, According to the control strategy corresponding to the U-turn direction, control the vehicle to make a U-turn on the spot, including: According to the control strategy corresponding to the U-turn direction, the torque direction of multiple wheels and the suspension state of multiple wheels are determined, wherein the suspension state is used to characterize whether the wheel is suspended from the road surface where the vehicle is located. The torque is determined based on the torque direction and the suspended state; Based on the torque, the vehicle is controlled to make a U-turn on the spot.

4. The method according to claim 3, wherein, Determining the torque based on the torque direction and the suspended state includes: Based on the torque direction and the suspended state, the rotation angle and displacement rate of the wheel are determined; The torque is determined based on the rotation angle and the displacement rate.

5. The method according to claim 3, wherein, Based on the torque, controlling the vehicle to perform a U-turn on the spot includes: Determine the road surface adhesion value of the vehicle, wherein the road surface adhesion value is used to characterize the friction performance between the vehicle and the road surface; The road surface adhesion value and the torque are compared to obtain the comparison results; In response to the comparison result that the torque is greater than the road surface adhesion value, the vehicle is controlled to make a U-turn on the spot.

6. The method according to claim 1, wherein, The on-the-spot turning direction includes a clockwise turning direction and a counterclockwise turning direction, wherein the clockwise turning direction is used to characterize the on-the-spot turning direction in which the vehicle performs a clockwise yaw motion, and the counterclockwise turning direction is used to characterize the on-the-spot turning direction in which the vehicle performs a counterclockwise yaw motion.

7. The method according to claim 6, wherein, According to the control strategy corresponding to the U-turn direction, the torque direction of multiple wheels and the suspension state of multiple wheels are determined, including: In response to the in-place turning direction being the clockwise turning direction, the torque direction of the left front wheel of the vehicle, the torque direction of the right rear wheel of the vehicle, and the suspended state of the right front wheel and the suspended state of the left rear wheel of the vehicle are determined.

8. The method according to claim 6, wherein, According to the control strategy corresponding to the U-turn direction, the torque direction of multiple wheels and the suspension state of multiple wheels are determined, including: In response to the fact that the direction of the U-turn is the counterclockwise U-turn direction, the torque direction of the left rear wheel of the vehicle, the torque direction of the right front wheel of the vehicle, and the suspended state of the left front wheel and the suspended state of the right rear wheel of the vehicle are determined.

9. A vehicle control device, comprising: The monitoring component is set to monitor the vehicle's U-turn command. A first determining component is configured to determine the functional state of at least one wheel of the vehicle in response to the in-place U-turn command, wherein the functional state is used to characterize whether the corresponding wheel has a backward turning function. The second determining component is configured to determine the U-turn direction of the vehicle based on the functional state, wherein the U-turn direction is used to characterize the direction in which the vehicle makes a U-turn. The control component is configured to control the vehicle to make a U-turn in place according to a control strategy corresponding to the direction of the U-turn, wherein the control strategy is used to represent the rules for controlling the torque of the wheels.

10. An electronic device, comprising: Memory, which stores executable programs; A processor for running the program, wherein the program, when running, performs the method according to any one of claims 1 to 8.

11. A computer-readable storage medium comprising a stored executable program, wherein, When the executable program is executed, it controls the device containing the storage medium to perform the method described in any one of claims 1 to 8.

12. A computer program product comprising a computer program that, when executed by a processor, implements the method according to any one of claims 1 to 8.

13. A vehicle for performing the method according to any one of claims 1 to 8.

14. A computer program product comprising: A non-volatile computer-readable storage medium storing a computer program that, when executed by a processor, implements the method of any one of claims 1 to 8.

15. A computer program that, when executed by a processor, implements the method of any one of claims 1 to 8.

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