Steering control method and apparatus, and vehicle

Abstract

A steering control method and apparatus, and a vehicle. The method comprises: acquiring a steering intent of a vehicle; and when the steering intent indicates that the vehicle needs to make a U-turn by means of a first rotation direction, controlling, on the basis of the first rotation direction, front wheels of the vehicle to deflect toward the first rotation direction by a first angle, and controlling a first torque difference to be formed between a first rear wheel and a second rear wheel of the vehicle, wherein the first torque difference is used for controlling the vehicle to make a U-turn by means of the first rotation direction, the first rear wheel is a rear wheel on the inner side of the first rotation direction, and the second rear wheel is a rear wheel on the outer side of the first rotation direction. The technical solution can be applied to intelligent vehicles such as electric vehicles and new energy vehicles, and for existing vehicle driving configurations, the turning radius of the vehicle can be reduced, thereby reducing vehicle development costs. In addition, for vehicles already in market use, a steering control solution can be used by means of over-the-air technology, thereby improving the vehicle use experience of users.

Description

Steering control method, device and vehicle

[0001] The present application claims priority to the Chinese patent application No. 202411337773.9, filed on September 24, 2024, entitled "Steering control method, device and vehicle", the content of which is incorporated herein by reference in its entirety. TECHNICAL FIELD

[0002] The present application relates to the field of intelligent vehicles, and more particularly, to a steering control method, device and vehicle. BACKGROUND

[0003] The turning radius of a vehicle can reflect the maneuverability of the vehicle. The smaller the turning radius of the vehicle, the smaller the space required by the vehicle when turning around or turning, and further, the higher the efficiency and safety of the vehicle when turning. When the vehicle needs to turn around or turn on a narrow road, if the turning radius of the vehicle is small, the vehicle can quickly realize turning around or turning without frequent adjustment of the vehicle pose, thereby reducing the operation difficulty.

[0004] The current common technical means for reducing the turning radius includes four-wheel steering technology and four-wheel independent driving. However, the foregoing solutions both involve hardware improvement of the steering system or the driving system, and the development cost is high.

[0005] In view of this, a low-cost steering control solution capable of reducing the turning radius is urgently needed to be developed. SUMMARY

[0006] The present application provides a steering control method, device and vehicle. Based on the existing vehicle driving configuration, the turning radius of the vehicle can be reduced by adjusting the driving torque of the driving motor, which helps to reduce the development cost of the vehicle. And for the vehicles that have been put into use, the relevant software can be updated by over the air (OTA) technology, and the steering control solution provided by the present application for controlling the steering of the vehicle can be used, which helps to improve the user's driving experience.

[0007] In a first aspect, a steering control method is provided. The method can be executed by a vehicle, for example, can be executed by a main control module of the vehicle, or can also be executed by a chip or circuit for the vehicle.

[0008] The method comprises: obtaining a steering intention of the vehicle; when the steering intention indicates that the vehicle needs to make a U-turn in a first rotation direction, controlling the front wheel of the vehicle to deflect in the first rotation direction by a first angle and controlling a first torque difference between the first rear wheel and the second rear wheel of the vehicle according to the first rotation direction, the first torque difference being used to control the vehicle to make a U-turn in the first rotation direction; wherein the first rear wheel is a rear wheel on the inner side of the first rotation direction, and the second rear wheel is a rear wheel on the outer side of the first rotation direction.

[0009] In the technical solution, by controlling the actual torque difference between the rear wheels, the vehicle can make a U-turn around the second rear wheel or a position near the second rear wheel in the first rotation direction, so that the turning radius required for the vehicle to make a U-turn can be reduced by using a simple control strategy and logic, thereby improving the flexibility and safety of the vehicle when turning at a low development cost.

[0010] In combination with the first aspect, in some implementations of the first aspect, the controlling of the first torque difference between the first rear wheel and the second rear wheel of the vehicle comprises: controlling the first torque difference between the first rear wheel and the second rear wheel by applying a same-direction driving torque to the first rear wheel and the second rear wheel and applying a braking torque to the second rear wheel.

[0011] In the technical solution, for a vehicle in which the two rear wheels are driven by the same driving motor, the vehicle can be ensured to rotate around the second rear wheel or a position near the second rear wheel as much as possible, thereby realizing the reduction of the turning radius required for the vehicle to make a U-turn at a low cost.

[0012] In combination with the first aspect, in some implementations of the first aspect, the first rear wheel and the second rear wheel are driven by a first motor, and the second rear wheel is controlled by a braking system of the vehicle; the controlling of the first torque difference between the first rear wheel and the second rear wheel of the vehicle comprises: controlling the first motor to output a first driving torque; and controlling the braking system to apply a first braking torque to the second rear wheel; wherein the first driving torque is opposite in direction to the direction in which the vehicle travels, and the first braking torque is greater than or equal to a component of the first driving torque at the second rear wheel.

[0013] In the technical solution, the second rear wheel can be ensured to be locked (i.e., not to rotate), so that the vehicle can rotate around the second rear wheel as much as possible when making a U-turn.

[0014] In combination with the first aspect, in some implementations of the first aspect, the front wheel of the vehicle is also controlled by the braking system, and the method further comprises: controlling the braking system to apply a second braking torque to the front wheel, and the sum of the first braking torque and the second braking torque is greater than or equal to the first driving torque.

[0015] In the technical solution, for a vehicle with two rear wheels driven by the same driving motor, the front wheel is locked, which helps to reduce the displacement of the vehicle along the longitudinal axis of the vehicle, thereby reducing the turning radius required for the vehicle to turn around.

[0016] In combination with the first aspect, in some implementations of the first aspect, the first rear wheel and the second rear wheel are driven by a first motor, the front wheel is driven by a second motor, and the second rear wheel is controlled by a braking system of the vehicle; the method of controlling a first torque difference between the first rear wheel and the second rear wheel of the vehicle comprises: controlling the first motor to output a second driving torque; and controlling the braking system to apply a third braking torque to the second rear wheel; the method further comprises: controlling the second motor to output a third driving torque; wherein the direction of the second driving torque is opposite to the direction in which the vehicle travels, the direction of the second driving torque is opposite to the direction of the third driving torque, the component of the third driving torque along the longitudinal axis of the vehicle is equal to the second driving torque, and the third braking torque is greater than or equal to the component of the second driving torque at the second rear wheel.

[0017] In the technical solution, for a vehicle with a front-rear dual-drive motor configuration, a driving torque in the same direction as the direction in which the vehicle travels is applied to the front wheel, and in combination with the angle of deflection of the front wheel, the component of the driving force applied to the front wheel along the Y-axis (perpendicular to the longitudinal axis of the vehicle) of the vehicle coordinate system is increased, thereby helping to increase the turning speed and reduce the time required for turning. The component of the third driving torque along the longitudinal axis of the vehicle is equal to the second driving torque, which helps to reduce the displacement of the vehicle along the longitudinal axis of the vehicle, thereby reducing the turning radius required for the vehicle to turn around. Moreover, the second rear wheel can be locked (i.e., not rotating), so that the vehicle rotates in the first rotation direction around the second rear wheel, thereby minimizing the turning radius required for the vehicle with a front-rear dual-drive motor configuration to turn around.

[0018] In combination with the first aspect, in some implementations of the first aspect, the first rear wheel and the second rear wheel are driven by a first motor, the front wheel is driven by a second motor, and the second rear wheel is controlled by a braking system of the vehicle; the method of controlling a first torque difference between the first rear wheel and the second rear wheel of the vehicle comprises: controlling the first motor to output a second driving torque; and controlling the braking system to apply a third braking torque to the second rear wheel; the method further comprises: controlling the second motor to output a third driving torque; wherein the direction of the second driving torque is opposite to the direction in which the vehicle travels, the direction of the second driving torque is opposite to the direction of the third driving torque, the component of the third driving torque along the longitudinal axis of the vehicle is equal to the second driving torque, and the third braking torque is greater than or equal to the component of the second driving torque at the second rear wheel.

[0019] In combination with the first aspect, in some implementations of the first aspect, the first rear wheel is driven by a third motor, the second rear wheel is driven by a fourth motor, and the front wheel is driven by a fifth motor; the method of controlling a first torque difference between the first rear wheel and the second rear wheel of the vehicle comprises: controlling the third motor to output a sixth driving torque; and controlling the fifth motor to output a seventh driving torque; wherein the direction of the seventh driving torque is the same as the direction in which the vehicle travels, and the direction of the sixth driving torque is opposite to the direction of the seventh driving torque.

[0020] In the technical solution, for a three-drive motor vehicle, the motor driving the front axle and the motor driving the inner rear wheel output opposite torques, so that the vehicle can make a U-turn with a small turning radius. In addition, when the front wheel is deflected by a certain angle in the first rotation direction, the front wheel is controlled to rotate in the second direction, so that the component of the driving force in the Y-axis of the vehicle coordinate system is increased, thereby helping to improve the U-turn speed and reduce the U-turn time.

[0021] In combination with the first aspect, in some implementations of the first aspect, the method further includes: controlling the fourth motor to output an eighth driving torque while controlling the third motor to output the sixth driving torque and the fifth motor to output the seventh driving torque; wherein the eighth driving torque has the same direction as the seventh driving torque, and the sum of the component of the seventh driving torque in the longitudinal axis of the vehicle and the eighth driving torque is equal to the sixth driving torque.

[0022] In the technical solution, for a three-drive motor vehicle, the vehicle can achieve the smallest turning radius supported by the vehicle when making a U-turn, while balancing the load between the three drive motors, thereby prolonging the service life of each drive motor.

[0023] In combination with the first aspect, in some implementations of the first aspect, the first angle is the maximum angle by which the front wheel can rotate in the first rotation direction.

[0024] The second aspect provides a steering control method, which can be executed by a vehicle, for example, can be executed by a main control module of the vehicle, or can also be executed by a chip or circuit for the vehicle.

[0025] The method includes: obtaining a steering intention of the vehicle; when the steering intention indicates that the vehicle needs to make a U-turn in a first rotation direction, controlling the wheels of the vehicle to be in a first state according to the first rotation direction; wherein the first state includes: the front wheel of the vehicle is deflected by a first angle in the first rotation direction, the first rear wheel of the vehicle is rotated in the first direction, and the second rear wheel of the vehicle is rotated in the first direction or rotated in a second direction or braked; when the second rear wheel is rotated in the first direction, the rotation speed of the second rear wheel is less than that of the first rear wheel; the first direction is opposite to the direction in which the vehicle travels, the first direction is opposite to the second direction, the first rear wheel is the rear wheel on the inner side of the first rotation direction, and the second rear wheel is the rear wheel on the outer side of the first rotation direction.

[0026] In some implementations, the first direction is opposite to the direction in which the vehicle travels, which can be understood as that the driving force generated when the wheel rotates in the first direction is opposite to the direction in which the vehicle travels, for example, the vehicle travels in the direction of the vehicle head, and the driving force generated when the wheel rotates in the first direction is in the direction of the vehicle tail. The first direction and the second direction are opposite, which means that the relative rotation directions of the wheels are opposite, for example, the first direction can be counterclockwise, and the second direction is clockwise; for another example, the first direction is clockwise, and the second direction is counterclockwise.

[0027] In the technical solution, by controlling the wheel to be in the first state, the vehicle can make a U-turn around the second rear wheel or a position near the second rear wheel in the first rotation direction, which can reduce the turning radius required for the vehicle to make a U-turn, thereby improving the flexibility and safety of the vehicle when turning.

[0028] In combination with the second aspect, in some implementations of the second aspect, the first state further includes that the front wheel rotates in the second direction.

[0029] In the technical solution, in the case that the front wheel is deflected by a certain angle in the first rotation direction, controlling the front wheel to rotate in the second direction can increase the component of the driving force on the Y-axis of the vehicle coordinate system, thereby helping to improve the U-turn speed and reduce the time required for the U-turn.

[0030] In combination with the second aspect, in some implementations of the second aspect, the first rear wheel and the second rear wheel are driven by a first motor, and the second rear wheel and the front wheel are controlled by a braking system of the vehicle; according to the first rotation direction, the wheel state of the vehicle is controlled to be in the first state, including: controlling the first motor to output a first driving torque; controlling the braking system to apply a second braking torque to the front wheel and a first braking torque to the second rear wheel; wherein the direction of the first driving torque is opposite to the direction in which the vehicle travels, and the sum of the second braking torque and the first braking torque is greater than or equal to the first driving torque.

[0031] In some implementations, the second braking torque is the sum of the braking torques applied to the left front wheel and the right front wheel.

[0032] In the technical solution, for a vehicle with a single drive motor, the sum of the braking torques applied to the front wheel and the second rear wheel is greater than or equal to the first driving torque, which can ensure that the vehicle rotates around the second rear wheel or a position near the second rear wheel as much as possible, thereby reducing the turning radius required for the vehicle to make a U-turn.

[0033] In combination with the second aspect, in some implementations of the second aspect, the second braking torque is greater than or equal to the first driving torque, and the first braking torque is greater than or equal to the component of the first driving torque at the second rear wheel.

[0034] In the technical solution, the front wheel and the second rear wheel can be locked (i.e., not rotating), so that the turning radius required by the vehicle based on the single-drive motor mechanism type can be minimized when the vehicle is turning around.

[0035] With reference to the second aspect, in some implementations of the second aspect, the first rear wheel and the second rear wheel are driven by a first motor, and the front wheel is driven by a second motor; and the wheel state of the vehicle is controlled to be in the first state according to the first rotating direction, including: controlling the first motor to output a second driving torque; and controlling the second motor to output a third driving torque; wherein the third driving torque is in the same direction as the direction in which the vehicle travels, and the second driving torque is in the opposite direction of the third driving torque, and the component of the third driving torque on the longitudinal axis of the vehicle is equal to the component of the second driving torque.

[0036] With reference to the second aspect, in some implementations of the second aspect, the second rear wheel is controlled by a braking system of the vehicle, and the wheel state of the vehicle is controlled to be in the first state, including: controlling the braking system to apply a third braking torque to the second rear wheel, the third braking torque being greater than or equal to the component of the second driving torque at the second rear wheel.

[0037] With reference to the second aspect, in some implementations of the second aspect, the first rear wheel is driven by a third motor, the second rear wheel is driven by a fourth motor, and the front wheel is controlled by a braking system of the vehicle; and the wheel state of the vehicle is controlled to be in the first state according to the first rotating direction, including: controlling the third motor to output a fourth driving torque; controlling the fourth motor to output a fifth driving torque; and controlling the braking system to apply a fourth braking torque to the front wheel; wherein the fifth driving torque is in the same direction as the direction in which the vehicle travels, the fourth driving torque is in the opposite direction of the fifth driving torque, and the fourth braking torque is greater than or equal to the difference between the fourth driving torque and the fifth driving torque.

[0038] In some implementations, the fourth braking torque is the sum of a braking torque applied to the left front wheel and a braking torque applied to the right front wheel.

[0039] In the technical solution, for a vehicle based on a left-right distributed double-drive motor mechanism type, the front wheel is controlled to be braked, so that the displacement of the vehicle in the longitudinal axis direction of the vehicle can be reduced, and thus the turning radius required by the vehicle when turning around can be reduced.

[0040] With reference to the second aspect, in some implementations of the second aspect, the first rear wheel is driven by a third motor, the second rear wheel is driven by a fourth motor, and the front wheel is driven by a fifth motor; and the wheel state of the vehicle is controlled to be in the first state according to the first rotating direction, including: controlling the third motor to output a sixth driving torque; and controlling the fifth motor to output a seventh driving torque; wherein the seventh driving torque is in the same direction as the direction in which the vehicle travels, and the sixth driving torque is in the opposite direction of the seventh driving torque.

[0041] In some implementations, a component of the sixth driving torque along the longitudinal axis of the vehicle is equal to the seventh driving torque.

[0042] With reference to the second aspect, in some implementations of the second aspect, the method further includes: controlling the fourth motor to output an eighth driving torque while controlling the third motor to output the sixth driving torque and the fifth motor to output the seventh driving torque; wherein the eighth driving torque has the same direction as the seventh driving torque, and a component of the sum of the seventh driving torque and the eighth driving torque along the longitudinal axis of the vehicle is equal to the sixth driving torque.

[0043] With reference to the second aspect, in some implementations of the second aspect, the first angle is a maximum angle at which the front wheels can be turned in the first turning direction.

[0044] In some implementations, the first angle can be determined according to a minimum turning radius of the vehicle that can be achieved under each driving configuration.

[0045] A third aspect provides a steering control device, the device comprising an obtaining unit and a processing unit, wherein the obtaining unit is configured to obtain a steering intention of a vehicle; and the processing unit is configured to, when the steering intention indicates that the vehicle needs to make a U-turn in a first turning direction, control the front wheels of the vehicle to deflect in the first turning direction by a first angle and control a first torque difference to exist between a first rear wheel and a second rear wheel of the vehicle according to the first turning direction, the first torque difference being configured to control the vehicle to make the U-turn in the first turning direction; wherein the first rear wheel is a rear wheel on an inner side of the first turning direction, and the second rear wheel is a rear wheel on an outer side of the first turning direction.

[0046] With reference to the third aspect, in some implementations of the third aspect, the processing unit is configured to control the first torque difference to exist between the first rear wheel and the second rear wheel by applying driving torques in the same direction to the first rear wheel and the second rear wheel and applying a braking torque to the second rear wheel.

[0047] With reference to the third aspect, in some implementations of the third aspect, the first rear wheel and the second rear wheel are driven by a first motor, and the second rear wheel is controlled by a braking system of the vehicle; and the processing unit is configured to control the first motor to output a first driving torque and control the braking system to apply a first braking torque to the second rear wheel; wherein the first driving torque is in a direction opposite to a direction in which the vehicle travels, and the first braking torque is greater than or equal to a component of the first driving torque at the second rear wheel.

[0048] With reference to the third aspect, in some implementations of the third aspect, the front wheels of the vehicle are also controlled by the braking system, and the processing unit is further configured to control the braking system to apply a second braking torque to the front wheels, and a sum of the first braking torque and the second braking torque is greater than or equal to the first driving torque.

[0049] In some implementations of the third aspect, the first rear wheel and the second rear wheel are driven by a first motor, the front wheel is driven by a second motor, and the second rear wheel is controlled by a braking system of the vehicle; the processing unit is configured to: control the first motor to output a second driving torque; control the braking system to apply a third braking torque to the second rear wheel; control the second motor to output a third driving torque; wherein the second driving torque is opposite in direction to a direction in which the vehicle travels, the second driving torque is opposite in direction to the third driving torque, a component of the third driving torque along a longitudinal axis of the vehicle is equal to the second driving torque, and the third braking torque is greater than or equal to a component of the second driving torque at the second rear wheel.

[0050] In some implementations of the third aspect, the processing unit is configured to: control a first torque difference between the first rear wheel and the second rear wheel by applying reverse driving torques to the first rear wheel and the second rear wheel, or by applying a driving torque to one of the first rear wheel and the second rear wheel.

[0051] In some implementations of the third aspect, the first rear wheel is driven by a third motor, the second rear wheel is driven by a fourth motor, and the front wheel is driven by a fifth motor; the processing unit is configured to: control the third motor to output a sixth driving torque; control the fifth motor to output a seventh driving torque; wherein the seventh driving torque is in the same direction as a direction in which the vehicle travels, and the sixth driving torque is opposite in direction to the seventh driving torque.

[0052] In some implementations of the third aspect, the processing unit is further configured to: control the fourth motor to output an eighth driving torque while controlling the third motor to output the sixth driving torque and the fifth motor to output the seventh driving torque; wherein the eighth driving torque is in the same direction as the seventh driving torque, and a component of the seventh driving torque along a longitudinal axis of the vehicle is equal to a sum of the eighth driving torque and the sixth driving torque.

[0053] In some implementations of the third aspect, the first angle is a maximum angle at which the front wheel can be rotated in the first rotation direction.

[0054] In a fourth aspect, a steering control apparatus is provided, comprising an obtaining unit and a processing unit, wherein the obtaining unit is configured to obtain a steering intention of a vehicle; and the processing unit is configured to: control wheels of the vehicle to be in a first state according to a first turning direction when the steering intention indicates that the vehicle needs to make a U-turn through the first turning direction; wherein the first state comprises: a front wheel of the vehicle deflects by a first angle in the first turning direction, a first rear wheel of the vehicle turns in the first direction, and a second rear wheel of the vehicle turns in the first direction or turns in a second direction or brakes; when the second rear wheel turns in the first direction, a rotation speed of the second rear wheel is less than a rotation speed of the first rear wheel; the first direction is opposite to a direction in which the vehicle travels; the first direction is opposite to the second direction; the first rear wheel is a rear wheel on an inner side of the first turning direction; and the second rear wheel is a rear wheel on an outer side of the first turning direction.

[0055] With reference to the fourth aspect, in some implementations of the fourth aspect, the first state further comprises: the front wheel turns in a second direction.

[0056] With reference to the fourth aspect, in some implementations of the fourth aspect, the first rear wheel and the second rear wheel are driven by a first motor, and the second rear wheel and the front wheel are controlled by a braking system of the vehicle; and the processing unit is configured to: control the first motor to output a first driving torque; and control the braking system to apply a second braking torque to the front wheel and a first braking torque to the second rear wheel; wherein a direction of the first driving torque is opposite to the direction in which the vehicle travels, and a sum of the second braking torque and the first braking torque is greater than or equal to the first driving torque.

[0057] With reference to the fourth aspect, in some implementations of the fourth aspect, the second braking torque is greater than or equal to the first driving torque, and the first braking torque is greater than or equal to a component of the first driving torque at the second rear wheel.

[0058] With reference to the fourth aspect, in some implementations of the fourth aspect, the first rear wheel and the second rear wheel are driven by a first motor, and the front wheel is driven by a second motor; and the processing unit is configured to: control the first motor to output a second driving torque; and control the second motor to output a third driving torque; wherein a direction of the third driving torque is the same as the direction in which the vehicle travels, a direction of the second driving torque is opposite to the direction of the third driving torque, and a component of the third driving torque along a longitudinal axis of the vehicle is equal to the second driving torque.

[0059] With reference to the fourth aspect, in some implementations of the fourth aspect, the second rear wheel is controlled by a braking system of the vehicle; and the processing unit is further configured to: control the braking system to apply a third braking torque to the second rear wheel, and the third braking torque is greater than or equal to a component of the second driving torque at the second rear wheel.

[0060] In some implementations of the fourth aspect, the first rear wheel is driven by a third motor, the second rear wheel is driven by a fourth motor, and the front wheel is controlled by a braking system of the vehicle; the processing unit is configured to: control the third motor to output a fourth driving torque; control the fourth motor to output a fifth driving torque; control the braking system to apply a fourth braking torque to the front wheel; wherein the fifth driving torque is in the same direction as the direction in which the vehicle travels, the fourth driving torque is in the opposite direction of the fifth driving torque, and the fourth braking torque is greater than or equal to the difference between the fourth driving torque and the fifth driving torque.

[0061] In some implementations of the fourth aspect, the first rear wheel is driven by a third motor, the second rear wheel is driven by a fourth motor, and the front wheel is controlled by a braking system of the vehicle; the processing unit is configured to: control the third motor to output a fourth driving torque; control the fourth motor to output a fifth driving torque; control the braking system to apply a fourth braking torque to the front wheel; wherein the fifth driving torque is in the same direction as the direction in which the vehicle travels, the fourth driving torque is in the opposite direction of the fifth driving torque, and the fourth braking torque is greater than or equal to the difference between the fourth driving torque and the fifth driving torque.

[0062] In some implementations of the fourth aspect, the processing unit is further configured to: control the third motor to output a sixth driving torque and control the fifth motor to output a seventh driving torque at the same time; wherein the eighth driving torque is in the same direction as the seventh driving torque, and the sum of the component of the seventh driving torque in the longitudinal axis of the vehicle and the eighth driving torque is equal to the sixth driving torque.

[0063] In some implementations of the fourth aspect, the first angle is the maximum angle at which the front wheel can rotate in the first rotation direction.

[0064] The fifth aspect provides a steering control device, which comprises: a processor configured to execute a computer program stored in a memory, so that the device executes the method in any possible implementation of the first aspect or the second aspect.

[0065] In some implementations of the fifth aspect, the device further comprises a memory.

[0066] The sixth aspect provides a computer program product, which comprises: computer program code, which, when executed on a computer or a processor, causes the computer or the processor to execute the method in any possible implementation of the first aspect or the second aspect.

[0067] It should be noted that the computer program code can be stored in whole or in part on a storage medium, wherein the storage medium can be packaged together with the processor or packaged separately from the processor.

[0068] In a seventh aspect, a computer readable storage medium is provided, and the computer readable medium stores instructions which, when executed by a processor, cause the processor to implement the method in any possible implementation of the first aspect or the second aspect.

[0069] In an eighth aspect, a chip is provided, and the chip comprises circuitry configured to perform the method in any possible implementation of the first aspect or the second aspect.

[0070] In a ninth aspect, a vehicle is provided, and the vehicle comprises the apparatus in any possible implementation of the third aspect to the fifth aspect, or the vehicle comprises the computer readable storage in any possible implementation of the seventh aspect, or the vehicle comprises the chip in any possible implementation of the eighth aspect, or the vehicle is loaded with the computer program code in any possible implementation of the sixth aspect.

[0071] In connection with the ninth aspect, in some implementations of the ninth aspect, the vehicle is a vehicle in a broad sense, for example, can be a vehicle (such as a commercial vehicle, a passenger vehicle, a motorcycle, a flying vehicle, a train, etc.), an industrial vehicle (such as a forklift, a trailer, a tractor, etc.), an engineering vehicle (such as an excavator, a bulldozer, a crane, etc.), an agricultural device (such as a mower, a harvester, etc.), a recreational device, a toy vehicle, etc. In actual implementation, the vehicle can also be a road vehicle, a water vehicle, an air vehicle, an industrial device, an agricultural device, or an entertainment device, or other intelligent driving devices.

[0072] The beneficial effects not described in the third aspect to the ninth aspect can be referred to the description in the first aspect and the second aspect, and will not be described here again. BRIEF DESCRIPTION OF DRAWINGS

[0073] FIG. 1 is a schematic diagram of a braking system and a driving system of a vehicle according to an embodiment of the present application;

[0074] FIG. 2 is a schematic diagram of torque distribution when a vehicle driven by a front and rear distributed dual drive motor turns according to an embodiment of the present application;

[0075] FIG. 3 is another schematic diagram of a braking system and a driving system of a vehicle according to an embodiment of the present application;

[0076] FIG. 4 is a schematic diagram of torque distribution when a vehicle driven by a single drive motor turns according to an embodiment of the present application;

[0077] FIG. 5 is still another schematic diagram of a braking system and a driving system of a vehicle according to an embodiment of the present application;

[0078] FIG. 6 is a schematic diagram of torque distribution when a vehicle driven by a left and right distributed dual drive motor turns according to an embodiment of the present application;

[0079] Fig. 7 is still another schematic diagram of a braking system and a driving system of a vehicle according to an embodiment of the present application;

[0080] Fig. 8 is a schematic diagram of torque distribution when a three-driving-motor-driven vehicle is steering according to an embodiment of the present application;

[0081] Fig. 9 is a schematic flowchart of a steering control method according to an embodiment of the present application;

[0082] Fig. 10 is still another schematic flowchart of a steering control method according to an embodiment of the present application;

[0083] Fig. 11 is a schematic block diagram of a steering control device according to an embodiment of the present application;

[0084] Fig. 12 is still another schematic block diagram of a steering control device according to an embodiment of the present application. DETAILED DESCRIPTION

[0085] The technical solutions in the present application will be described below with reference to the accompanying drawings.

[0086] FIG. 1 shows a schematic diagram of a braking system and a driving system of a vehicle to which the present application relates. As shown in FIG. 1, the driving system is a front-rear distributed dual driving motor system, which can include a main control module 110, a motor control module 121, a driving motor 131 (or front axle motor), a driving shaft 141, a motor control module 122, a driving motor 132 (or rear axle motor), and a driving shaft 142. The main control module 110 is connected with the motor control modules 121 and 122 through a communication network, and the motor control module 121 is connected with the driving motor 131, the driving motor 131 is connected with the driving shaft 141, the motor control module 122 is connected with the driving motor 132, and the driving motor 132 is connected with the driving shaft 142 through electrical connections, respectively. For example, the main control module 110 can determine driving torques assigned to the motor control modules (121, 122) according to real-time driving parameters of the vehicle, and send information of the driving torques to the motor control modules (121, 122) through the communication network, which can include a controller area network (CAN), a controller area network-flexible data (CAN-FD) network, etc. The motor control module 121 controls the driving motor 131 to provide driving force for the front wheels of the vehicle through the driving shaft 141 according to the received information of the driving torques, and the motor control module 122 controls the driving motor 132 to provide driving force for the rear wheels of the vehicle through the driving shaft 142 according to the received information of the driving torques. In addition, the driving motors 131 and 132 can also output negative driving torques, the directions of which are opposite to the driving direction of the vehicle, so as to provide braking force for the corresponding wheels.

[0087] The braking system in FIG. 1 can include a brake control module 150, brake calipers, brake friction discs, brake wheel cylinders, and brake fluid pipelines. The brake control module 150 is connected with the main control module 110 through a communication network, and can be an integrated brake booster, which can include an electronic control unit, a brake master cylinder, a boost module (such as a motor), a push rod mechanism, etc. When the main control module 110 determines that the vehicle needs to be controlled, the main control module 110 sends a brake instruction to the brake control module 150, and the electronic control unit determines the boost that needs to be provided by the boost module according to the brake instruction, and applies the boost to the brake master cylinder. The brake fluid in the brake master cylinder is pressed into the brake fluid pipelines and flows to the brake wheel cylinders. The pressure of the brake fluid in the brake wheel cylinders increases, pushing the brake calipers to make the brake calipers contact the corresponding brake friction discs, so as to brake the corresponding wheels. The braking system can also include an inlet valve and an outlet valve for adjusting the pressure of the brake fluid in the single brake wheel cylinder, so as to adjust the braking force applied to the single wheel.

[0088] In addition, FIG. 1 can also include a steering control module that can control the angles at which the two front wheels of the vehicle are turned by a steering mechanism. More specifically, the steering control module is connected to the main control module 110 through a communication network, and the steering control module determines the amount of execution of the steering mechanism according to the steering instructions from the main control module 110, thereby controlling the angles at which the front wheels are turned.

[0089] By way of example, the main control module 110 involved in the embodiments of the present application can include at least one of an advanced driving domain controller (ADC) or mobile data center (MDC), a vehicle domain controller (VDC), and a cockpit domain controller (CDC). The ADC or MDC is used to implement intelligent driving related functions such as perception, decision-making, and control, and in actual implementation, the ADC or MDC can also be other names such as a special equipment system (SAS), an intelligent driving server ICAS2, an ADAS super core, etc. The VDC is used to implement vehicle control functions, and the VDC can be regarded as an integration of the power domain, the chassis domain, and the body domain, and in actual implementation, the VDC can also be other names such as a body controller (BDC), a vehicle control server ICAS1, a body super core (BSC), etc. The CDC is used to implement cockpit intelligent functions such as human-computer interaction, and in actual implementation, the CDC can also be other names such as a media graphics unit (MGU), an intelligent cockpit server ICAS3, a cockpit super core (CSC), etc. The ICAS is an in-car application server (ICAS). Alternatively, the main control module 110 can also be a central computing platform, for example, can include a vehicle central computer (VCC).

[0090] In some embodiments, when the vehicle uses the system shown in FIG. 1, if it is needed to control the vehicle to turn or steer, the front wheel steering angle, the front axle motor driving torque, the rear axle motor driving torque, and the rear wheel braking torque can be adjusted. As shown in FIG. 2, taking the vehicle needing to turn left or the vehicle needing to make a U-turn via the left side as an example, the left front wheel and the right front wheel are controlled to rotate at a certain angle to the left, a braking torque is applied to the outward rear wheel (e.g., the right rear wheel), a driving torque is applied to the front axle (e.g., the driving axle 141), and a negative driving torque is applied to the rear axle (e.g., the driving axle 142). The negative driving torque is opposite in direction to the driving torque, and the driving torque is used to control the vehicle to travel in a target direction (e.g., the vehicle head direction). It should be understood that the steering angle of the left rear wheel and the right rear wheel is 0°. In some embodiments, when the projection of the front axle driving torque on the X-axis of the vehicle coordinate system is equal in value to the value of the negative driving torque of the rear axle, and the braking torque applied to the outward rear wheel is greater than or equal to the component of the negative driving torque of the rear axle on the outward rear wheel, a smaller turning radius of the vehicle using the system shown in FIG. 1 can be achieved. The origin O of the vehicle coordinate system can be located at the projection point of the center of the rear axle of the vehicle body on the ground, and the X, Y, and Z axes are respectively the vehicle head direction, the left side direction of the vehicle, and the vertical upward direction perpendicular to the vehicle body plane.

[0091] FIG. 3 shows another schematic diagram of a braking system and a driving system of a vehicle involved in an embodiment of the present application. As shown in FIG. 3, the driving system is different from the driving system associated with FIG. 1 in that the driving system only includes one driving motor 132 for providing driving force to the rear wheels of the vehicle through the driving axle 142. The braking system and the steering system involved in FIG. 3 can refer to the description of FIG. 1, which will not be repeated here.

[0092] In some embodiments, when the vehicle uses the system shown in FIG. 3, if it is needed to control the vehicle to turn or steer, the front wheel steering angle, the front wheel braking torque, and the rear axle motor driving torque can be adjusted. As shown in FIG. 4, taking the vehicle needing to turn left or the vehicle needing to make a U-turn via the left side as an example, the left front wheel and the right front wheel are controlled to rotate at a certain angle to the left, a negative driving torque is applied to the rear axle (e.g., the driving axle 142), a braking torque is applied to the outward rear wheel (e.g., the right rear wheel), and the same braking torque is applied to the left front wheel and the right front wheel. The braking torque applied to the front wheel is opposite in direction to the negative driving torque. In some embodiments, when the sum of the braking torque applied to the front wheel and the braking torque applied to the outward rear wheel is greater than or equal to the value of the negative driving torque, a smaller turning radius of the vehicle using the system shown in FIG. 3 can be achieved. In some embodiments, the braking torque applied to the outward rear wheel is greater than or equal to the component of the negative driving torque of the rear axle on the outward rear wheel, so that the outward rear wheel does not rotate.

[0093] FIG. 5 shows another schematic diagram of the braking system and the driving system of the vehicle involved in the present application. As shown in FIG. 5, the driving system is a kind of left and right distributed dual driving motor system, which can include: a main control module 110, a motor control module 121', a driving motor 131', a motor control module 122', and a driving motor 132'. Among them, the main control module 110 is connected with the motor control module 121' and the motor control module 122' through a communication network, and the motor control module 121' is connected with the driving motor 131' and the driving motor 131' is connected with the right rear drive shaft (not shown in the figure), the motor control module 122' is connected with the driving motor 132', and the driving motor 132' is connected with the left rear drive shaft (not shown in the figure) through electrical connection respectively. Exemplarily, the main control module 110 can determine the driving torque allocated to the motor control module (121', 122') according to the real-time driving parameters of the vehicle, and send the information of the driving torque to the motor control module (121', 122') through the communication network. The motor control module 121' controls the driving motor 131' to provide driving force for the left rear wheel of the vehicle through the left rear drive shaft according to the received driving torque information, and the motor control module 122' controls the driving motor 132' to provide driving force for the right rear wheel of the vehicle through the right rear drive shaft according to the received driving torque information. In addition, the driving motor 131' and the driving motor 132' can also output negative driving torque, the direction of which is opposite to the driving direction of the vehicle, and can provide braking force for the left rear wheel and the right rear wheel respectively. FIG. 5 also includes a braking system and a steering system, and the braking system and the steering system involved in FIG. 5 can refer to the description of part of FIG. 1, which will not be repeated here.

[0094] In some implementations, in the case of using the system shown in FIG. 5, if it is necessary to control the vehicle to turn around or turn, the front wheel steering angle, the driving torque of the left rear wheel driving motor, and the driving torque of the right rear wheel driving motor can be adjusted; or the front wheel braking torque can also be adjusted. Taking the case that the vehicle needs to turn left or the vehicle needs to turn around via the left side as an example, in an example, as shown in (a) of FIG. 6, the left front wheel and the right front wheel are controlled to rotate a certain angle to the left side, the driving torque is applied to the outward rear wheel (such as the right rear wheel), and the negative driving torque is applied to the inward rear wheel (such as the left rear wheel). In some implementations, when the values of the driving torque and the negative driving torque are the same, a smaller turning radius of the vehicle under the system shown in FIG. 5 can be achieved. In another example, as shown in (b) of FIG. 6, the left front wheel and the right front wheel are controlled to rotate a certain angle to the left side, the driving torque is applied to the outward rear wheel (such as the right rear wheel), the negative driving torque is applied to the inward rear wheel (such as the left rear wheel), and the same braking torque is applied to the left front wheel and the right front wheel, the direction of which is the same as that of the driving torque. In some implementations, when the value of the braking torque is greater than or equal to the difference between the driving torque and the negative driving torque, a smaller turning radius of the vehicle under the system shown in FIG. 5 can be achieved.

[0095] Figure 7 shows another schematic diagram of the braking system and the driving system of the vehicle involved in the present application. The driving system shown in Figure 7 is a three-motor driving system, which is different from the driving system associated with Figure 5 in that the driving system further comprises a motor control module 123', a driving motor 133' and a front driving axle, the motor control module 123' is connected with the main control module 110 through a communication network, and the motor control module 123' is electrically connected with the driving motor 133' and the driving motor 133' is electrically connected with the front driving axle, respectively. The main control module 110 determines the driving torque allocated to the motor control module 123' and sends the information of the driving torque to the motor control module 123' through the communication network. The motor control module 123' controls the driving motor 133' to provide driving force or braking force for the front wheels of the vehicle through the front driving axle according to the received information of the driving torque. Figure 7 also includes the braking system and the steering system, and the braking system and the steering system involved in Figure 7 can refer to the description of Figure 1 and will not be described here.

[0096] In some implementations, in the case of using the system shown in Figure 7, if it is necessary to control the vehicle to turn around or turn, the front wheel steering angle, the front wheel driving torque, the driving torque of the left rear wheel driving motor and the driving torque of the right rear wheel driving motor can be adjusted. Taking the case that the vehicle needs to turn to the left side or the vehicle needs to turn around via the left side as an example, in an example, as shown in (a) of Figure 8, the left front wheel and the right front wheel are controlled to rotate at an angle to the left side, a driving torque is applied to the front driving axle, a driving torque is applied to the outward rear wheel (such as the right rear wheel), and a negative driving torque is applied to the inward rear wheel (such as the left rear wheel). In some implementations, when the value of the negative driving torque of the inward rear wheel is equal to the sum of the driving torque of the outward rear wheel and the projection of the front axle driving torque on the X-axis of the vehicle coordinate system, a smaller turning radius of the vehicle under the system shown in Figure 7 can be achieved. In another example, as shown in (b) of Figure 8, the left front wheel and the right front wheel are controlled to rotate at an angle to the left side, a driving torque is applied to the front driving axle, and a negative driving torque is applied to the inward rear wheel (such as the left rear wheel). In some implementations, when the value of the negative driving torque of the inward rear wheel is equal to the projection of the front axle driving torque on the X-axis of the vehicle coordinate system, a smaller turning radius of the vehicle under the system shown in Figure 7 can be achieved.

[0097] Exemplarily, the aforementioned motor control modules (121, 122, 121', 122', 123') can be micro control units (MCU) or electronic control units (ECU) or other controllers with similar functions.

[0098] The driving system of the vehicle related to the embodiments of the present application is described in detail above, and the steering control method provided by the embodiments of the present application based on the foregoing driving system is described in detail below.

[0099] FIG. 9 shows a schematic flowchart of the steering control method provided by the embodiments of the present application, which can be executed by the main control module 110 in the foregoing embodiments, and more specifically, the method 900 includes:

[0100] S910, obtaining a steering intention of the vehicle.

[0101] Exemplarily, the vehicle can be a vehicle including any one of the driving systems in the foregoing FIG. 1, FIG. 3, FIG. 5, and FIG. 7.

[0102] In some implementations, when the vehicle is in an automatic driving state, the steering intention of the vehicle can be obtained according to the planned path of the vehicle, for example, when the planned path in front is a U-turn path, it is determined that the vehicle has a steering intention. In yet some implementations, when the vehicle is in a human driving state, the steering intention can be determined according to the voice instruction of the driver, or the steering intention of the vehicle can also be determined according to one or more of the steering light state, the lane in which the vehicle is located, and the steering wheel angle.

[0103] S920, when the steering intention indicates that the vehicle needs to make a U-turn through a first rotation direction, controlling the wheels of the vehicle to be in a first state according to the first rotation direction; wherein the first state includes: the front wheels of the vehicle are deflected by a first angle in the first rotation direction, the first rear wheel of the vehicle is rotated in the first direction, and the second rear wheel of the vehicle is rotated in the first direction or rotated in a second direction or braked.

[0104] More specifically, when the second rear wheel is rotated in the first direction, the rotation speed of the second rear wheel is less than the rotation speed of the first rear wheel; the first direction is opposite to the direction in which the vehicle travels, the first direction is opposite to the second direction, the first rear wheel is the rear wheel on the inner side of the first rotation direction, and the second rear wheel is the rear wheel on the outer side of the first rotation direction.

[0105] Exemplarily, when the first rotation direction is the left side of the vehicle, the first rear wheel can be the left rear wheel, and the second rear wheel can be the right rear wheel.

[0106] In some implementations, the first state further includes: the front wheels are rotated in the second direction.

[0107] In some implementations, the first rear wheel and the second rear wheel are driven by a first motor, and the front wheel is controlled by a braking system of the vehicle; according to the first rotation direction, the wheel state of the vehicle is controlled to be in the first state, including: controlling the first motor to output a first driving torque; controlling the braking system to apply a second braking torque to the front wheel and a first braking torque to the second rear wheel; wherein the first driving torque is opposite in direction to the direction in which the vehicle travels, and the sum of the second braking torque and the first braking torque is greater than or equal to the first driving torque.

[0108] For example, the first motor can be a motor in a single-drive motor type, or the first motor can also be a rear-drive motor in a front-rear distributed double-drive motor type, for example, the first motor can be the driving motor 132 in the foregoing FIG. 1 or FIG. 3, further, the first driving torque can be the sum of the negative driving torques applied to the left rear wheel and the right rear wheel shown in FIG. 2 or FIG. 4, and the first braking torque can be the sum of the braking torques applied to the left front wheel and the right front wheel shown in FIG. 2 or FIG. 4. In actual implementation, the foregoing first driving torque can be a fixed value, or the first driving torque can also be determined according to the target speed of the vehicle and / or the road surface adhesion coefficient of the road where the vehicle is located.

[0109] In some implementations, the second braking torque is greater than or equal to the first driving torque, and the first braking torque is greater than or equal to the component of the first driving torque at the second rear wheel. For example, the component of the first driving torque at the second rear wheel can be half of the first driving torque, or the component of the first driving torque at the second rear wheel can also be other numerical values.

[0110] In some implementations, the first rear wheel and the second rear wheel are driven by a first motor, and the front wheel is driven by a second motor; according to the first rotation direction, the wheel state of the vehicle is controlled to be in the first state, including: controlling the first motor to output a second driving torque; controlling the second motor to output a third driving torque; wherein the third driving torque is in the same direction as the direction in which the vehicle travels, the second driving torque is opposite in direction to the third driving torque, and the component of the third driving torque along the longitudinal axis of the vehicle is equal to the second driving torque.

[0111] For example, the first motor can be the driving motor 132 shown in FIG. 1, the second motor can be the driving motor 131 shown in FIG. 1, the second driving torque can be the sum of the negative driving torques applied to the left rear wheel and the right rear wheel shown in FIG. 4, and the third driving torque can be the sum of the driving torques applied to the left front wheel and the right front wheel shown in FIG. 4. In actual implementation, the foregoing second driving torque can be a fixed value, or the second driving torque can also be determined according to the target speed of the vehicle and / or the road surface adhesion coefficient of the road where the vehicle is located.

[0112] For example, the longitudinal axis of the vehicle can coincide with the X-axis of the foregoing vehicle coordinate system.

[0113] In some implementations, the second rear wheel is controlled by a braking system of the vehicle, and controlling the wheels of the vehicle to the first state further comprises: controlling the braking system to apply a third braking torque to the second rear wheel, the third braking torque being greater than or equal to a component of the second driving torque at the second rear wheel. Exemplarily, the component of the second driving torque at the second rear wheel can be half of the second driving torque, or the component of the second driving torque at the second rear wheel can also be other numerical values.

[0114] In some implementations, the first rear wheel is driven by a third motor, the second rear wheel is driven by a fourth motor, and the front wheel is controlled by a braking system of the vehicle; and according to the first rotation direction, controlling the wheels of the vehicle to the first state comprises: controlling the third motor to output a fourth driving torque; controlling the fourth motor to output a fifth driving torque; and controlling the braking system to apply a fourth braking torque to the front wheel; wherein the fifth driving torque is in the same direction as the direction in which the vehicle travels, the fourth driving torque is in the opposite direction of the fifth driving torque, and the fourth braking torque is greater than or equal to the difference between the fourth driving torque and the fifth driving torque.

[0115] Exemplarily, the third motor can be the driving motor 131' shown in FIG. 5 or FIG. 7, the fourth motor can be the driving motor 132' shown in FIG. 5 or FIG. 7, the fourth driving torque can be the negative driving torque applied to the left rear wheel shown in FIG. 6 or FIG. 8, and the fifth driving torque can be the driving torque applied to the right rear wheel shown in FIG. 6 or FIG. 8. In actual implementation, the fourth driving torque and the fifth driving torque described above can be determined according to the target speed of the vehicle and / or the road surface adhesion coefficient of the road where the vehicle is located, or the fourth driving torque and the fifth driving torque can also be fixed numerical values.

[0116] In some implementations, the first rear wheel is driven by a third motor, the second rear wheel is driven by a fourth motor, and the front wheel is driven by a fifth motor; and according to the first rotation direction, controlling the wheels of the vehicle to the first state comprises: controlling the third motor to output a sixth driving torque; and controlling the fifth motor to output a seventh driving torque; wherein the seventh driving torque is in the same direction as the direction in which the vehicle travels, and the sixth driving torque is in the opposite direction of the seventh driving torque. In actual implementation, the sixth driving torque described above can be determined according to the target speed of the vehicle and / or the road surface adhesion coefficient of the road where the vehicle is located, or the sixth driving torque can also be a fixed numerical value.

[0117] Exemplarily, the third motor can be the driving motor 131' shown in FIG. 7, the fourth motor can be the driving motor 132' shown in FIG. 7, and the fifth motor can be the driving motor 133' shown in FIG. 7. The seventh driving torque can be the sum of the driving torques applied to the left front wheel and the right front wheel shown in FIG. 8, and the component of the seventh driving torque on the X-axis of the vehicle coordinate system is equal to the sixth driving torque. The sixth driving torque can be the negative driving torque applied to the left rear wheel shown in FIG. 8.

[0118] In some implementations, the method further includes: controlling the fourth motor to output an eighth driving torque while the third motor outputs the sixth driving torque and the fifth motor outputs the seventh driving torque; wherein the eighth driving torque is in the same direction as the seventh driving torque, and the sum of the component of the seventh driving torque on the vehicle longitudinal axis and the eighth driving torque is equal to the sixth driving torque. Exemplarily, the eighth driving torque can be the driving torque applied to the right rear wheel shown in FIG. 8.

[0119] In some implementations, the first angle is the maximum angle at which the front wheel can be turned in the first turning direction.

[0120] FIG. 10 shows a schematic flowchart of a steering control method provided by an embodiment of the application. The method 1000 can be performed by the main control module 110 in the foregoing embodiments, and more specifically, the method 1000 includes:

[0121] S1010, obtaining a steering intention of the vehicle.

[0122] The specific implementation of obtaining the steering intention of the vehicle can refer to the description in S910, which is not repeated here.

[0123] S1020, when the steering intention indicates that the vehicle needs to make a U-turn in a first turning direction, controlling the front wheel of the vehicle to deflect in the first turning direction by a first angle according to the first turning direction, and controlling a first torque difference to exist between the first rear wheel and the second rear wheel of the vehicle, the first torque difference being used to control the vehicle to make a U-turn in the first turning direction.

[0124] The first rear wheel is the rear wheel on the inner side of the first turning direction, and the second rear wheel is the rear wheel on the outer side of the first turning direction.

[0125] It should be noted that the first torque difference can be understood as a difference between effective driving torques of the first rear wheel and the second rear wheel, and the effective driving torque is a torque capable of driving the wheel to rotate. For example, when the first rear wheel and the second rear wheel are driven by the same driving motor, and the driving motor allocates the same driving torque (such as T1) to the first rear wheel and the second rear wheel, the first torque difference is zero in the case that no braking torque is applied to the first rear wheel and the second rear wheel. In the case that a braking torque is applied to one of the second rear wheels, and the braking torque is greater than or equal to the driving torque applied to the second rear wheel, the first torque difference is the driving torque applied to the first rear wheel, that is, T1.

[0126] In some implementations, the first angle is a maximum angle at which the front wheel can rotate in the first rotation direction.

[0127] In some implementations, the method of controlling the vehicle to have the first torque difference between the first rear wheel and the second rear wheel comprises: controlling the first rear wheel and the second rear wheel to have the first torque difference by applying the same direction driving torque to the first rear wheel and the second rear wheel, and applying a braking torque to the second rear wheel.

[0128] In some implementations, the first rear wheel and the second rear wheel are driven by a first motor, and the second rear wheel is controlled by a braking system of the vehicle. The method of controlling the vehicle to have the first torque difference between the first rear wheel and the second rear wheel comprises: controlling the first motor to output a first driving torque; and controlling the braking system to apply a first braking torque to the second rear wheel; wherein a direction of the first driving torque is opposite to a direction in which the vehicle travels, and the first braking torque is greater than or equal to a component of the first driving torque at the second rear wheel.

[0129] In some implementations, the front wheel of the vehicle is also controlled by the braking system. The method further comprises: controlling the braking system to apply a second braking torque to the front wheel, and a sum of the first braking torque and the second braking torque is greater than or equal to the first driving torque.

[0130] For specific meanings of the first motor, the first driving torque, the first braking torque, and the second braking torque, reference can be made to the description in the method 900, which will not be repeated here.

[0131] In some implementations, the first rear wheel and the second rear wheel are driven by a first motor, the front wheel is driven by a second motor, and the second rear wheel is controlled by a braking system of the vehicle. The method of controlling the vehicle to have the first torque difference between the first rear wheel and the second rear wheel comprises: controlling the first motor to output a second driving torque; and controlling the braking system to apply a third braking torque to the second rear wheel; and the method further comprises: controlling the second motor to output a third driving torque; wherein a direction of the second driving torque is opposite to a direction in which the vehicle travels, a direction of the second driving torque is opposite to a direction of the third driving torque, a component of the third driving torque along a longitudinal axis of the vehicle is equal to the second driving torque, and the third braking torque is greater than or equal to a component of the second driving torque at the second rear wheel.

[0132] The specific meanings of the second motor, the third driving torque, and the third braking torque can refer to the description in the method 900, which will not be repeated here.

[0133] In some implementations, the first torque difference between the first rear wheel and the second rear wheel of the vehicle is controlled by applying reverse driving torques to the first rear wheel and the second rear wheel, or by applying a driving torque to one of the first rear wheel and the second rear wheel.

[0134] In some implementations, the first rear wheel is driven by a third motor, the second rear wheel is driven by a fourth motor, and the front wheel is driven by a fifth motor; the first torque difference between the first rear wheel and the second rear wheel of the vehicle is controlled by controlling the third motor to output a sixth driving torque, and controlling the fifth motor to output a seventh driving torque; wherein the direction of the seventh driving torque is the same as the direction of the vehicle driving, and the direction of the sixth driving torque is opposite to the direction of the seventh driving torque.

[0135] In some implementations, while controlling the third motor to output the sixth driving torque and the fifth motor to output the seventh driving torque, the fourth motor is controlled to output an eighth driving torque; wherein the direction of the eighth driving torque is the same as the direction of the seventh driving torque, and the sum of the component of the seventh driving torque on the longitudinal axis of the vehicle and the eighth driving torque is equal to the sixth driving torque.

[0136] The specific meanings of the third motor, the fourth motor, the fifth motor, the sixth driving torque, the seventh driving torque, and the eighth driving torque can refer to the description in the method 900, which will not be repeated here.

[0137] The steering control method provided by the embodiments of the present application can make the vehicle turn around a position near the second rear wheel in the first rotation direction by controlling the wheels to be in the first state, which can reduce the turning radius required for the vehicle to turn around, thereby improving the flexibility and safety of the vehicle when turning. That is, based on the existing vehicle driving configuration, the turning radius of the vehicle can be reduced by adjusting the driving torque of the driving motor, which helps to reduce the development cost of the vehicle. And for the vehicles that have been put on the market, the software provided by the present application for controlling the vehicle to turn around can be updated by over the air (OTA) technology, which helps to improve the user's driving experience.

[0138] In various embodiments of the present application, the terms and / or descriptions of various embodiments are consistent and can be mutually referred to if there is no special description and logical conflict. The technical features in different embodiments can be combined to form new embodiments according to their inherent logical relationship.

[0139] The method provided by the embodiments of the present application is described in detail above in combination with FIG. 1 to FIG. 10. The device provided by the embodiments of the present application will be described in detail below in combination with FIG. 11 and FIG. 12. It should be understood that the description of the device embodiments corresponds to the description of the method embodiments, and therefore, the content not described in detail can be referred to the method embodiments described above, which will not be described here again for the sake of brevity.

[0140] FIG. 11 shows a schematic block diagram of a steering control device 2000 provided by the embodiments of the present application, which can include units for performing the methods described in the foregoing embodiments. And, each unit in the device 2000 is used to implement the corresponding flow of the method embodiments described above. The device 2000 includes an acquisition unit 2010, which can be used to implement the corresponding data acquisition or transceiving function. The device 2000 further includes a processing unit 2020, which can be used to implement the corresponding processing function.

[0141] Optionally, the device 2000 further includes a storage unit, which can be used to store instructions and / or data. The processing unit 2020 can read the instructions and / or data in the storage unit, so that the device implements the related actions in the foregoing various method embodiments.

[0142] It should be understood that the specific process of each unit performing the corresponding steps described above has been described in detail in the method embodiments described above, and therefore, will not be described here again for the sake of brevity.

[0143] It should be further understood that the device 2000 here is embodied in the form of functional units. The term "module" or "unit" here can refer to an application-specific ASIC, an electronic circuit, a processor (for example, a shared processor, a dedicated processor, or a group processor, etc.) and a memory for executing one or more software or firmware programs, a combination logic circuit, and / or other suitable components that support the described functions.

[0144] The device of each of the above schemes has the function of implementing the corresponding steps in the above method. The function can be implemented by hardware, or can be implemented by hardware executing corresponding software. The hardware or software includes one or more modules corresponding to the above functions; for example, the acquisition unit 2010 can be replaced by a transceiver, and other units, such as the processing unit, etc., can be replaced by a processor, for performing the related processing operations in the various method embodiments.

[0145] Exemplarily, the operations performed by the acquisition unit 2010 and the processing unit 2020 described above can be performed by one processor, or can also be performed by different processors. In a specific implementation process, the one or more processors described above can be processors arranged in a main control module 110 of a vehicle; or the device 2000 described above can be a chip arranged in a vehicle.

[0146] The processor involved in the present application is a circuit with signal processing capability. In one implementation, the processor can be a circuit with instruction reading and running capability, such as a central processing unit (CPU), a microprocessor, a graphics processing unit (GPU) (which can be understood as a microprocessor), a digital signal processor (DSP), etc. In another implementation, the processor can implement certain functions through the logical relationship of a hardware circuit, which is fixed or can be reconfigured. For example, the processor is a hardware circuit implemented by an application-specific integrated circuit (ASIC) or a programmable logic device (PLD), such as a field programmable gate array (FPGA). In a reconfigurable hardware circuit, the processor loads a configuration document to implement the hardware circuit configuration process, which can be understood as the process of the processor loading instructions to implement related functions. In addition, the processor can also be a hardware circuit designed for artificial intelligence, which can be understood as an ASIC, such as a neural network processing unit (NPU), a tensor processing unit (TPU), a deep learning processing unit (DPU), etc. In some implementations, the main control module 110 can also include a memory for storing instructions, and the processor can call the instructions in the memory to implement corresponding functions.

[0147] In the specific implementation process, all or part of the units in the above device can be integrated together or can be independently implemented. In one implementation, these units are integrated together to be implemented in the form of a system on a chip (SoC).

[0148] Fig. 12 is another schematic block diagram of a steering control device according to an embodiment of the present application. The device 2100 shown in Fig. 12 can include a processor 2110, a transceiver 2120, and a memory 2130. The processor 2110, the transceiver 2120, and the memory 2130 are connected via internal connection paths. The memory 2130 is configured to store instructions, and the processor 2110 is configured to execute the instructions stored in the memory 2130 to implement the methods in the above embodiments. Alternatively, the memory 2130 can be coupled to the processor 2110 via an interface, or integrated with the processor 2110.

[0149] It should be noted that the transceiver 2120 can include, but is not limited to, a transceiving device such as an input / output interface, to enable communication between the device 2100 and other devices or communication networks.

[0150] The memory 2130 can be a volatile memory and / or a non-volatile memory. The non-volatile memory can be a read-only memory (ROM), a programmable ROM (PROM), an erasable PROM (EPROM), an electrically EPROM (EEPROM), or a flash memory. The volatile memory can be a random access memory (RAM). For example, the RAM can be used as an external cache. By way of example and not limitation, the RAM includes the following varieties: static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), double data rate SDRAM (DDR SDRAM), enhanced SDRAM (ESDRAM), synchlink DRAM (SLDRAM), and direct rambus RAM (DR RAM).

[0151] The transceiver 2120 uses a transceiving device such as, but not limited to, a transceiver, to enable communication between the device 2100 and other devices or communication networks, to receive / send data / information used to implement the methods in the above embodiments.

[0152] The embodiment of the present application further provides an intelligent driving device, which comprises the device 2000 or the device 2100 in the above embodiment.

[0153] The embodiment of the present application further provides a computer program product, which comprises computer program codes, and when the computer program codes are run on a computer, the computer is caused to implement the method in the above embodiment of the present application.

[0154] The embodiment of the present application further provides a computer readable storage medium, which stores computer instructions, and when the computer instructions are run on a computer, the computer is caused to implement the method in the above embodiment of the present application.

[0155] The embodiment of the present application further provides a chip, which comprises a circuit for executing the method in the above embodiment of the present application.

[0156] Those skilled in the art can clearly understand that, for the convenience and brevity of description, the specific working process of the above-described system, device and unit can refer to the corresponding process in the foregoing method embodiments, which will not be described here.

[0157] In the description of the embodiments of the present application, unless otherwise specified, " / " represents the meaning of or, for example, A / B can represent A or B; "and / or" herein is a description of the association relationship of the associated object, which means that there can be three relationships, for example, A and / or B can represent: A exists alone, A and B exist together, and B exists alone. In the present application, "at least one" means one or more, and "multiple" means two or more. "At least one of the following" or similar expressions means any combination of these items, including any combination of single item or multiple items. For example, at least one of a, b, or c can represent: a, b, c, a-b, a-c, b-c, or a-b-c, where a, b, and c can be single or multiple.

[0158] In the embodiments of the present application, the prefix words such as "first", "second" are only used to distinguish different description objects, and have no limiting effect on the position, order, priority, quantity or content of the described objects. The use of ordinal words such as ordinal words in the embodiments of the present application does not limit the described objects, and the description of the described objects should be referred to the description of the context in the claims or embodiments, and should not be limited by the use of such prefix words.

[0159] In several embodiments provided in the present application, it should be understood that the disclosed system, device and method can be implemented in other manners. For example, the division of the above-described device embodiments is only a logical function division, and there can be another division manner for the actual implementation, for example, multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. In addition, the displayed or discussed mutual couplings or direct couplings or communication connections between different units, or the among different units, can be indirect couplings or communication connections through some interfaces, devices or units, and can be in electrical, mechanical or other forms.

[0160] In each embodiment of the present application, the terms and / or descriptions between different embodiments have consistency and can be mutually referenced if there is no special description and logical conflict, and the technical features in different embodiments can be combined to form new embodiments according to their inherent logical relationship.

[0161] The units described as separated components can or can not be physically separated, and the components displayed as units can or can not be physical units, i.e., can be located in one place, or can be distributed on multiple network units. Part or all of the units can be selected according to actual needs to achieve the purpose of the embodiments.

[0162] In addition, each functional unit in the embodiments of the present application can be integrated in one processing unit, or each unit can be a physically independent unit, or two or more units can be integrated in one unit.

[0163] The above is only a specific implementation of the present application, but the protection scope of the present application is not limited thereto, and any person skilled in the art can easily think of changes or replacements within the technical scope disclosed in the present application, which should be covered in the protection scope of the present application. Therefore, the protection scope of the present application should be subject to the protection scope of the claims.

Claims

1. A steering control method characterized by, Comprising: acquiring a steering intention of a vehicle; when the steering intention indicates that the vehicle needs to make a U-turn through a first turning direction, controlling a front wheel of the vehicle to deflect by a first angle in the first turning direction, and controlling a first torque difference between a first rear wheel and a second rear wheel of the vehicle, the first torque difference being used to control the vehicle to make a U-turn through the first turning direction, according to the first turning direction. The first rear wheel is a rear wheel on an inner side of the first turning direction, and the second rear wheel is a rear wheel on an outer side of the first turning direction.

2. The method of claim 1, wherein, The controlling of the first torque difference between the first rear wheel and the second rear wheel of the vehicle comprises: controlling the first torque difference between the first rear wheel and the second rear wheel by applying same-direction driving torques to the first rear wheel and the second rear wheel, and applying a braking torque to the second rear wheel.

3. The method of claim 2, wherein, The first rear wheel and the second rear wheel are driven by a first motor, and the second rear wheel is controlled by a braking system of the vehicle. The controlling of the first torque difference between the first rear wheel and the second rear wheel of the vehicle comprises: controlling the first motor to output a first driving torque; controlling the braking system to apply a first braking torque to the second rear wheel; The direction of the first driving torque is opposite to the direction in which the vehicle travels, and the first braking torque is greater than or equal to the component of the first driving torque at the second rear wheel.

4. The method of claim 3, wherein, The front wheel of the vehicle is also controlled by the braking system, and the method further comprises: controlling the braking system to apply a second braking torque to the front wheel, and the sum of the first braking torque and the second braking torque is greater than or equal to the first driving torque.

5. The method of claim 2, wherein, The first rear wheel and the second rear wheel are driven by a first motor, and the front wheel is driven by a second motor, and the second rear wheel is controlled by a braking system of the vehicle. The controlling of the first torque difference between the first rear wheel and the second rear wheel of the vehicle comprises: controlling the first motor to output a second driving torque; controlling the braking system to apply a third braking torque to the second rear wheel. The method further comprises: controlling the second motor to output a third driving torque; The direction of the second driving torque is opposite to the direction in which the vehicle travels, the direction of the second driving torque is opposite to the direction of the third driving torque, the component of the third driving torque along the longitudinal axis of the vehicle is equal to the second driving torque, and the third braking torque is greater than or equal to the component of the second driving torque at the second rear wheel.

6. The method of claim 1, wherein, The controlling of the first torque difference between the first rear wheel and the second rear wheel of the vehicle comprises: controlling the first torque difference between the first rear wheel and the second rear wheel by applying reverse driving torques to the first rear wheel and the second rear wheel, or by applying a driving torque to one of the first rear wheel and the second rear wheel.

7. The method of claim 6, wherein, The first rear wheel is driven by a third motor, the second rear wheel is driven by a fourth motor, and the front wheel is driven by a fifth motor. The controlling of the first torque difference between the first rear wheel and the second rear wheel of the vehicle comprises: controlling the third motor to output a sixth driving torque; control the fifth motor to output a seventh driving torque; wherein the seventh driving torque is in the same direction as the vehicle travels, and the sixth driving torque is in the opposite direction of the seventh driving torque.

8. The method of claim 7, wherein, The method further comprises: controlling the fourth motor to output an eighth driving torque while controlling the third motor to output the sixth driving torque and the fifth motor to output the seventh driving torque; wherein the eighth driving torque is in the same direction as the seventh driving torque, and the sum of the component of the seventh driving torque along the longitudinal axis of the vehicle and the eighth driving torque is equal to the sixth driving torque.

9. The method according to any one of claims 1 to 8, characterized in that, The first angle is the maximum angle that the front wheel can rotate in the first rotating direction.

10. A steering control device characterized by comprising: comprises: an acquisition unit, configured to acquire a steering intention of a vehicle; a processing unit, configured to, when the steering intention indicates that the vehicle needs to make a U-turn in a first rotating direction, control a front wheel of the vehicle to deflect in the first rotating direction by a first angle according to the first rotating direction, and control a first rear wheel and a second rear wheel of the vehicle to have a first torque difference therebetween, the first torque difference being used to control the vehicle to make a U-turn in the first rotating direction. wherein the first rear wheel is the rear wheel on the inside of the first rotating direction, and the second rear wheel is the rear wheel on the outside of the first rotating direction.

11. The apparatus of claim 10, wherein, The processing unit is configured to: control the first rear wheel and the second rear wheel to have the first torque difference therebetween by applying driving torques in the same direction to the first rear wheel and the second rear wheel, and applying a braking torque to the second rear wheel.

12. The apparatus of claim 11, wherein, The first rear wheel and the second rear wheel are driven by a first motor, and the second rear wheel is controlled by a braking system of the vehicle; The processing unit is configured to: control the first motor to output a first driving torque; control the braking system to apply a first braking torque to the second rear wheel; wherein the first driving torque is in the opposite direction of the direction in which the vehicle travels, and the first braking torque is greater than or equal to the component of the first driving torque at the second rear wheel.

13. The apparatus of claim 12, wherein, The front wheel of the vehicle is also controlled by the braking system, and the processing unit is further configured to: control the braking system to apply a second braking torque to the front wheel, and the sum of the first braking torque and the second braking torque is greater than or equal to the first driving torque.

14. The apparatus of claim 11, wherein, The first rear wheel and the second rear wheel are driven by a first motor, and the front wheel is driven by a second motor, and the second rear wheel is controlled by a braking system of the vehicle; The processing unit is configured to: control the first motor to output a second driving torque; control the braking system to apply a third braking torque to the second rear wheel; control the second motor to output a third driving torque; wherein the second driving torque is in the opposite direction of the direction in which the vehicle travels, the second driving torque is in the opposite direction of the third driving torque, the component of the third driving torque along the longitudinal axis of the vehicle is equal to the second driving torque, and the third braking torque is greater than or equal to the component of the second driving torque at the second rear wheel.

15. The apparatus of claim 10, wherein, The processing unit is configured to: The first rear wheel and the second rear wheel are controlled to have the first torque difference therebetween by applying a reverse drive torque to the first rear wheel and the second rear wheel, or by applying a drive torque to one of the first rear wheel and the second rear wheel.

16. The apparatus of claim 15, wherein, The first rear wheel is driven by a third motor, the second rear wheel is driven by a fourth motor, and the front wheel is driven by a fifth motor. The processing unit is configured to: control the third motor to output a sixth drive torque; control the fifth motor to output a seventh drive torque; wherein the seventh drive torque has a same direction as a direction in which the vehicle travels, and the sixth drive torque has an opposite direction to the direction of the seventh drive torque.

17. The apparatus of claim 16, wherein, The processing unit is further configured to: control the fourth motor to output an eighth drive torque while controlling the third motor to output the sixth drive torque and the fifth motor to output the seventh drive torque; wherein the eighth drive torque has a same direction as the seventh drive torque, and a sum of a component of the seventh drive torque along a longitudinal axis of the vehicle and the eighth drive torque is equal to the sixth drive torque.

18. The apparatus of any one of claims 10-17, wherein, The first angle is a maximum angle at which the front wheel can be turned in the first turning direction.

19. A steering control device characterized by comprising: The apparatus comprises: a processor configured to execute a computer program stored in a memory to cause the apparatus to perform the method of any one of claims 1 to 9.

20. The apparatus of claim 19, wherein, The apparatus further comprises the memory.

21. A computer-readable storage medium, characterized in that, instructions stored thereon, which when executed by a processor, implement the method of any one of claims 1 to 9.

22. A chip, characterized by The chip comprises circuitry configured to perform the method of any one of claims 1 to 9.

23. A computer program product, characterised in that, The computer program product comprises computer program code which, when executed by a processor, implements the method of any one of claims 1 to 9.

24. A vehicle characterized by comprising: The apparatus of any one of claims 10 to 20, or the computer readable storage medium of claim 21, or the chip of claim 22, or the vehicle of claim 23 loaded with the computer program product of claim 23.

Images