WO2024149304A1 - 车辆调头的控制方法、装置及车辆 - Google Patents

车辆调头的控制方法、装置及车辆 Download PDF

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Publication number
WO2024149304A1
WO2024149304A1 PCT/CN2024/071659 CN2024071659W WO2024149304A1 WO 2024149304 A1 WO2024149304 A1 WO 2024149304A1 CN 2024071659 W CN2024071659 W CN 2024071659W WO 2024149304 A1 WO2024149304 A1 WO 2024149304A1
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WO
WIPO (PCT)
Prior art keywords
vehicle
turn
steering wheel
angle
speed
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/CN2024/071659
Other languages
English (en)
French (fr)
Inventor
崔肖飞
何大龙
唐兴
经加增
秦羽太
曹达
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Zhejiang Geely Holding Group Co Ltd
Geely Automobile Research Institute Ningbo Co Ltd
Original Assignee
Zhejiang Geely Holding Group Co Ltd
Geely Automobile Research Institute Ningbo Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Zhejiang Geely Holding Group Co Ltd, Geely Automobile Research Institute Ningbo Co Ltd filed Critical Zhejiang Geely Holding Group Co Ltd
Priority to EP24741300.8A priority Critical patent/EP4635815A4/en
Publication of WO2024149304A1 publication Critical patent/WO2024149304A1/zh
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18063—Creeping
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/02—Control of vehicle driving stability
    • B60W30/045—Improving turning performance
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2260/00—Interaction of vehicle brake system with other systems
    • B60T2260/04—Automatic transmission
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/1755—Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve
    • B60T8/17555—Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve specially adapted for enhancing driver or passenger comfort, e.g. soft intervention or pre-actuation strategies
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
    • B60W10/184—Conjoint control of vehicle sub-units of different type or different function including control of braking systems with wheel brakes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/18—Steering angle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/18—Braking system
    • B60W2710/182—Brake pressure, e.g. of fluid or between pad and disc
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2720/00—Output or target parameters relating to overall vehicle dynamics
    • B60W2720/10—Longitudinal speed
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the present application relates to the field of vehicle control technology, and in particular to a method and device for controlling vehicle turning, and a vehicle.
  • Mobility refers to the ability to overcome complex roads and have the ability to turn.
  • the traditional vehicle steering system has a complex structure, and due to the structural characteristics of each component, the minimum turning radius of the vehicle is limited, and it cannot effectively achieve steering when encountering narrow turning spaces.
  • the embodiments of the present application provide a method, device and vehicle for controlling a vehicle turning, so as to solve the problem of a vehicle turning smoothly.
  • an embodiment of the present application provides a method for controlling a vehicle turning, which is applied to a vehicle and includes:
  • the vehicle is controlled to perform a creep turn according to the target vehicle speed, the brake pressure of the inner front wheel, and the brake pressure of the inner rear wheel.
  • obtaining the target vehicle speed of the vehicle during the creep turn according to the transmission gear information and the transfer case gear information includes:
  • a pre-configured target speedometer is queried to obtain the target vehicle speed during the creep turn; wherein the target speedometer includes the correspondence between the transmission gear and transfer case gear and the vehicle speed determined experimentally.
  • controlling the vehicle to perform a creep turn according to the target vehicle speed, the brake pressure of the inner front wheel, and the brake pressure of the inner rear wheel includes:
  • controlling the vehicle speed to remain within a preset range of the target vehicle to perform a creep turn includes:
  • the vehicle torque is increased to increase the vehicle speed, and each increment of the vehicle torque decreases in a parabolic manner;
  • the vehicle wheels are controlled to brake and decelerate.
  • the creeping U-turn condition includes a steering wheel angle greater than or equal to eighty percent of a one-way limit angle
  • the creeping U-turn conditions include:
  • the creeping U-turn condition includes that the vehicle is in a parking state, and the steering wheel angle is greater than or equal to eighty percent of the one-way limit angle;
  • determining whether the vehicle currently meets a preset creeping turn condition according to the steering wheel rotation angle includes:
  • the vehicle If the current state of the vehicle is not a parking state, or the steering wheel angle is less than eighty percent of the one-way limit angle of the steering wheel of the vehicle, it is determined that the vehicle currently does not meet the creep turn condition.
  • an embodiment of the present application further provides a vehicle turning control device, comprising:
  • a detection module configured to acquire a steering wheel angle of the vehicle after detecting that the creep turn function is turned on;
  • a judgment module used to determine whether the vehicle currently meets a preset creeping U-turn condition according to the steering wheel rotation angle
  • a vehicle speed determination module configured to obtain transmission gear position information and transfer case gear position information when the vehicle meets the creeping U-turn condition, and obtain a target vehicle speed of the vehicle during the creeping U-turn according to the transmission gear position information and the transfer case gear position information;
  • a calculation module configured to calculate and obtain the braking pressure of the inner front wheel and the braking pressure of the inner rear wheel when the vehicle turns according to the steering wheel angle, the wheelbase and the track of the vehicle;
  • a control module is used to control the vehicle to perform a creep turn according to the target vehicle speed, the braking pressure of the inner front wheel and the braking pressure of the inner rear wheel.
  • the vehicle speed determination module is specifically used to:
  • a pre-configured target speedometer is queried to obtain the target vehicle speed during the creep turn; wherein the target speedometer includes the correspondence between the transmission gear and transfer case gear and the vehicle speed determined experimentally.
  • control module is specifically used to:
  • the steering angle of the vehicle along the steering wheel is controlled, and the vehicle speed is kept within a preset range of the target vehicle to perform a creep turn.
  • control module is further configured to:
  • the vehicle torque is increased to increase the vehicle speed, and each increment of the vehicle torque decreases in a parabolic manner;
  • the vehicle wheels are controlled to brake and decelerate.
  • the creeping U-turn condition includes a steering wheel angle greater than or equal to eighty percent of a one-way limit angle
  • the judgment module is specifically used for:
  • the creeping U-turn condition includes that the vehicle is in a parking state, and the steering wheel angle is greater than or equal to eighty percent of the one-way limit angle;
  • the judgment module is specifically used for:
  • the vehicle If the current state of the vehicle is not a parking state, or the steering wheel angle is less than eighty percent of the one-way limit angle of the steering wheel of the vehicle, it is determined that the vehicle currently does not meet the creep turn condition.
  • the embodiment of the present application may also provide a vehicle, including:
  • a vehicle body an ESC system, a processor, a memory connected to the processor, and a communication interface for interacting with other devices;
  • the memory stores computer-executable instructions
  • the processor executes the computer-executable instructions stored in the memory to implement the vehicle turning control method as described in any one of the first aspects.
  • an embodiment of the present application further provides a computer-readable storage medium, wherein the computer-readable storage medium stores computer-executable instructions, and when the computer-executable instructions are executed by a processor, they are used to implement the vehicle turning control method as described in any one of the first aspects.
  • an embodiment of the present application provides a chip, comprising a memory and a processor, wherein the memory stores code and data, the memory is coupled to the processor, and the processor runs the program in the memory so that the chip is used to execute the vehicle turning control method described in any one of the first aspects above.
  • an embodiment of the present application provides a program product, comprising: a computer program, when the program product is run on a computer, the computer executes the vehicle turning control method described in any one of the first aspects above.
  • an embodiment of the present application provides a computer program, which, when executed by a processor, is used to execute the vehicle turning control method described in any one of the first aspects above.
  • the vehicle turning control method, device and vehicle provided in the present application after detecting that the creeping U-turn function is turned on, obtain the steering wheel angle of the vehicle by collecting and acquiring, and determine whether the vehicle currently meets the preset creeping U-turn conditions according to the steering wheel angle.
  • the vehicle obtains the transmission gear information and the transfer case gear information, and obtains the target vehicle speed of the vehicle during the creeping U-turn according to the transmission gear information and the transfer case gear information.
  • the vehicle calculates and obtains the braking pressure of the inner front wheel and the braking pressure of the inner rear wheel during the U-turn, and controls the vehicle to perform a creeping U-turn according to the target vehicle speed, the braking pressure of the inner front wheel and the braking pressure of the inner rear wheel.
  • FIG1 is a schematic diagram of a vehicle performing a U-turn on a road provided in an embodiment of the present application
  • FIG2 is a flow chart of a first embodiment of a method for controlling a vehicle turning provided in an embodiment of the present application
  • FIG3 is a schematic diagram of a vehicle turning around provided in an embodiment of the present application.
  • FIG4 is a flow chart of a second embodiment of a method for controlling a vehicle turning provided in an embodiment of the present application
  • FIG5 is a flow chart of a third embodiment of a method for controlling a vehicle turning provided in an embodiment of the present application.
  • FIG6 is a schematic diagram of increasing torque of a vehicle provided in an embodiment of the present application.
  • FIG8 is a flow chart of a fifth embodiment of a method for controlling a vehicle turning provided in an embodiment of the present application.
  • FIG9 is a schematic structural diagram of a first embodiment of a vehicle turning control device provided in an embodiment of the present application.
  • FIG. 10 is a schematic diagram of the structure of a vehicle provided in the present application.
  • Creeping refers to the vehicle's low-speed cruise driving assistance system, which can automatically control the engine's torque output, transmission system, and brakes, allowing the vehicle to pass through bad roads at a very slow speed.
  • the creeping function does not require the driver to operate the accelerator and brakes.
  • the vehicle can control itself and release its torque based on feedback from road conditions. It electronically distributes the braking force of the four wheels to ultimately prevent the wheels from slipping.
  • ESC Electronic Stability Control
  • EPB electronic parking brake system
  • Tank U-turn refers to a function of a car that reduces the turning radius and allows the vehicle to turn almost in place to ensure that it can turn on very narrow roads.
  • tank U-turn and creeping U-turn refer to the same operation.
  • the traditional vehicle steering system has a complex structure, and due to the structural characteristics of each component, the minimum turning radius of the vehicle is limited, and it is impossible to effectively achieve steering when encountering a narrow turning space.
  • the way to achieve single-sided rear wheel braking is to provide hydraulic pressure through the ESC system or EPB to provide motor-assisted caliper tightening to achieve it, but the ESC system has many functions and complex internal logic. To achieve single-sided rear wheel braking, it needs to be restricted by other functions, and it has a certain impact on the durability and life of the ESC system itself.
  • the existing technology still has the following defects:
  • the usage scenario is single and can only be used in the vehicle's off-road mode (off road).
  • ABS anti-lock brake system
  • the vehicle speed control is not smooth, first slow and then fast.
  • the inventor discovered during the research on the technical field that the vehicle can apply different braking forces to the vehicle through the ESC function to control the vehicle speed. Based on this, different hydraulic braking forces on the inner front wheels and rear wheels of the vehicle during the turning process can reduce the turning radius of the vehicle and control the vehicle speed to automatically drive smoothly. Therefore, the present application provides a control method, device and vehicle for vehicle turning.
  • the vehicle travels in a creep mode to make a turn.
  • FIG1 is a schematic diagram of a vehicle turning around on a road provided by an embodiment of the present application.
  • a vehicle turns around on a road
  • a certain turning radius is required.
  • each wheel of the vehicle needs to be controlled. Therefore, the present solution can be applied to distributed drive vehicles.
  • an ESC system can be configured in the vehicle architecture to enable creeping braking through the ESC system, thereby achieving vehicle turning.
  • the vehicle turning control method provided by the present application can be applied to a variety of vehicles, without limitation to specific vehicle types.
  • FIG2 is a flow chart of a first embodiment of a method for controlling a vehicle turning provided in an embodiment of the present application. As shown in FIG2 , the method for controlling a vehicle turning includes the following steps:
  • the vehicle driver when the vehicle driver is in a narrow road condition or cannot complete the vehicle U-turn under normal driving, the vehicle driver turns on the creep U-turn switch and meets the creep U-turn conditions.
  • the driver does not need to operate the accelerator and brake, and the vehicle can control itself to drive at a slow speed.
  • the driver can still control the vehicle by braking to ensure safety.
  • the creep auxiliary switch can be on the vehicle display screen or a physical switch on the vehicle, which is not limited in this solution.
  • the steering angle of the vehicle is collected in real time by connecting the steering angle sensor on the steering wheel to determine the angle the driver wants to turn.
  • the steering wheel and the steering wheel refer to the same vehicle structure.
  • the tire deflection angle is collected through the ESC system, and the tire deflection angle is converted into the steering wheel deflection angle through the conversion relationship.
  • the two jointly determine the steering angle more accurately. It can be understood that the steering wheel steering angle and the tire steering angle are in direct proportion.
  • S102 Determine whether the vehicle currently meets a preset creep turn condition according to the steering wheel angle.
  • the creep turn mode enters the ready state, and the vehicle collects steering wheel angles that may be 0°, 10°, 20°, etc. At this time, the driver has not adjusted the vehicle's turning posture. Therefore, it is necessary to determine whether the conditions for creeping turn are met.
  • a steering angle value needs to be set in advance. When it is greater than the steering angle value, the creeping turn is triggered, and when it is less than the steering angle value, the creeping turn is not triggered.
  • the preset steering angle value is 80% of the maximum left-right unidirectional steering angle of the vehicle. When it is less than this value, the subsequent creeping turn operation is not triggered. When it is greater than this value, it indicates that the driver needs to perform a creeping turn.
  • the creeping U-turn mode enters a ready state and sends a creeping U-turn prompt message to the driver, wherein the prompt message is used to instruct the driver to operate the vehicle to meet the creeping U-turn conditions.
  • the speed of the vehicle during the U-turn needs to be determined.
  • the driving speed is determined by the driver's throttle.
  • auxiliary driving is performed at a set speed during the creeping U-turn.
  • the set speed is not fixed.
  • the set target speed is determined by the vehicle transmission and transfer case gear information operated by the driver. The driver can switch the target speed set by changing the gear.
  • the vehicle searches for and determines the turning speed from a target speed table based on the current transmission gear information and transfer case gear information, wherein the target speed table includes the corresponding relationship between the transmission gear and transfer case gear and the vehicle speed determined based on experiments.
  • the vehicle collects and obtains the current transmission gear information
  • the engine control module collects the transfer case gear information of the four-wheel drive mode signal (two-wheel drive 2H, high-speed four-wheel drive 4H, low-speed four-wheel drive 4L, automatic four-wheel drive 4A), and the vehicle's current target speed is found from the target speed table in Table 1 according to the transmission gear information and the transfer case gear information.
  • S104 Calculate and obtain the braking pressure of the inner front wheel and the braking pressure of the inner rear wheel when the vehicle turns according to the steering wheel angle, the wheelbase and the track of the vehicle.
  • FIG 3 is a schematic diagram of a vehicle U-turn provided by an embodiment of the present application.
  • the paths passed by the inner front wheel brake wheel and the inner rear wheel brake wheel of the vehicle are different, so the turning radius is different, and therefore the braking force required to be applied is also different.
  • the steering wheel steering angle of the vehicle is the largest, the turning radius is the smallest, and the braking force required for turning is the largest.
  • the turning radius of the vehicle is determined by multiple factors such as the steering angle, vehicle speed, and wheel braking force.
  • the turning radius is the smallest.
  • the minimum turning radius of the front wheels and the minimum turning radius of the rear wheels at different speeds obtained by the experiment are recorded in advance in the vehicle. Therefore, the vehicle can calculate the estimated turning radius of the front and rear wheels at the target speed based on the ratio of the actual steering wheel steering angle to the maximum steering angle.
  • the steering wheel angle and the turning radius are inversely proportional. The larger the steering wheel angle, the smaller the turning radius.
  • the vehicle calculates the braking pressure required for turning based on the wheelbase and track information of the vehicle.
  • S105 Control the vehicle to perform a creep turn according to the target vehicle speed, the braking pressure of the inner front wheel, and the braking pressure of the inner rear wheel.
  • the vehicle controls the target speed to perform a creep turn according to the calculated brake pressure. If the current speed of the vehicle is within the preset deviation of the target speed, no adjustment is required, and the current torque and brake pressure are maintained to continue creeping. If the speed is less than the preset deviation range of the target speed, the vehicle torque is increased to increase the vehicle speed. If the speed is greater than the target speed, four-wheel braking is performed to limit the speed.
  • the steering wheel angle, target vehicle speed, and the vehicle's inherent wheelbase and track information are input.
  • the ESC system algorithm will automatically predict the vehicle's driving trajectory and calculate the required speed of the vehicle's four wheels. When the speed exceeds the target speed, pressure is applied to the four wheels individually to maintain the required speed of the four wheels; when the speed is lower than the target speed, the vehicle torque is increased.
  • the vehicle detects the transmission gear position information in real time. If it detects that the transmission is in parking P gear, it exits creeping U-turn mode.
  • the creeping U-turn mode is adjusted to a standby state, in which the vehicle stops creeping U-turn.
  • the brake pedal is released, the creeping U-turn condition is re-detected. If the creeping U-turn condition is met, the creeping U-turn continues. If the creeping U-turn condition is not met, the creeping U-turn mode is exited.
  • the present embodiment provides a control method for turning a vehicle. After the vehicle detects that the creeping turn function is turned on, the vehicle acquires the steering wheel angle of the vehicle, and determines whether the vehicle currently meets the preset creeping turn conditions based on the steering wheel angle. When the vehicle meets the creeping turn conditions, the transmission gear information and the transfer case gear information are acquired, and the target vehicle speed during the creeping turn is acquired based on the information; the braking pressure of the inner front wheel and the braking pressure of the inner rear wheel when the vehicle turns are calculated based on the steering wheel angle, the vehicle's wheelbase and track; the vehicle is controlled to perform a creeping turn based on the target speed, the braking pressure of the inner front wheel and the braking pressure of the inner rear wheel.
  • This method can achieve automatic speed control and creeping driving of the vehicle during the vehicle turning process, and the driver does not need to step on the accelerator, thereby improving driving smoothness and controllability.
  • FIG4 is a flow chart of a second embodiment of a method for controlling a vehicle turning provided by an embodiment of the present application.
  • step S105 controls the vehicle to perform a creeping turning according to the target vehicle speed, the braking pressure of the inner front wheel, and the braking pressure of the inner rear wheel, and specifically includes the following steps:
  • S202 Control the steering angle of the vehicle along the steering wheel and keep the vehicle speed within a preset range of the target vehicle to perform a creep turn.
  • the ESC system assists the vehicle to automatically creep.
  • the driver's right foot is on the brake pedal, so he can concentrate on observing the surrounding environment.
  • the vehicle turns and creeps along the steering angle of the steering wheel, and the ESC automatically keeps the vehicle speed within the preset deviation of the target speed.
  • the preset deviation can be set to 3%, 5%, or 8% of the target speed deviation.
  • the specific deviation range is not limited in this solution.
  • This embodiment provides a method for controlling a vehicle turning, wherein the vehicle applies braking pressure to the inner front wheel and the inner rear wheel, and controls the vehicle speed to maintain within a preset range to perform a creeping turning.
  • This solution can reduce the turning radius and increase safety and convenience during driving.
  • FIG5 is a flow chart of a third embodiment of a method for controlling a vehicle U-turn provided by an embodiment of the present application.
  • step S202 controls the vehicle speed to be maintained within a preset range of the target vehicle to perform a creeping U-turn, including the following steps:
  • the vehicle speed is automatically increased when it is detected that the driver does not step on the brake.
  • the increase in vehicle speed is achieved by increasing the vehicle torque.
  • FIG6 is a schematic diagram of the vehicle torque increase provided by the embodiment of the present application.
  • the X-axis represents time
  • the Y-axis represents torque value
  • the increment of the vehicle torque decreases in a parabolic manner, that is, the torque increment decreases gradually each time, so that the vehicle starts to drive more stably.
  • the torque change rate is calibrated with reference to the time increment.
  • the torque will respond to increase output, and as the time changes in units of 100ms, the first 100ms torque will increase by 5 calibrated amount ⁇ Newton ⁇ meter (XNm), the second 100ms torque will increase by 4XNm, and the third 100ms torque will increase by 3XNm, and so on, until the torque increment decreases until the speed reaches the target speed range of 2.8kph-3.2kph and slowly creeps, and the speed detection accuracy is 0.1kph.
  • the vehicle's driving trajectory can be predicted based on the steering wheel angle, target speed, and the vehicle's inherent wheelbase and track information, and the required speed of the vehicle's four wheels can be calculated.
  • the target speed is exceeded, pressure is applied to the four wheels separately to keep the required speed of the four wheels.
  • This embodiment provides a method for controlling a vehicle U-turn, which performs creeping U-turn by automatically controlling the vehicle speed to maintain it within a preset range of a target vehicle, performs torque increase acceleration when the speed is less than the target speed range, and brakes the four vehicles when the speed is greater than the target speed range.
  • This solution maintains a stable speed during the U-turn creeping process, increases driving smoothness, and improves the driver's experience.
  • FIG7 is a flow chart of a fourth embodiment of a method for controlling a vehicle turning provided by an embodiment of the present application.
  • step S102 determines whether the vehicle currently satisfies a preset creeping turning condition, wherein the creeping condition includes that the steering wheel angle is greater than or equal to eighty percent of the one-way limit angle, so step S102 includes the following steps:
  • S401 Determine whether the steering wheel angle is greater than or equal to eighty percent of the one-way limit angle of the steering wheel of the vehicle.
  • the present embodiment provides a method for controlling a vehicle turning, which determines whether a creeping turning condition is met by judging whether the steering wheel angle is greater than or equal to 80% of the one-way limit angle of the vehicle's steering wheel. This solution can prevent the vehicle from automatically driving when the driver has not adjusted the vehicle's turning posture, thereby increasing driving safety.
  • FIG8 is a flow chart of a fifth embodiment of a method for controlling a vehicle turning provided by an embodiment of the present application.
  • step S102 determines whether the vehicle currently satisfies a preset creeping turning condition, in which the vehicle is in a parking state and the steering wheel angle is greater than or equal to eighty percent of the one-way limit angle, so step S102 includes the following steps:
  • step S502 in order to prevent safety accidents caused by the vehicle performing a creeping U-turn due to the accidental touching of the creeping U-turn switch during driving, it is necessary to first determine the current parking state after turning on the creeping U-turn switch.
  • the vehicle collects the current vehicle speed through a speed sensor or a speedometer, and determines whether the vehicle speed is 0. If the vehicle speed is 0, it is a parking state, and step S502 is executed.
  • the message prompt is used to remind the driver that the vehicle is currently in a non-parking state and cannot perform creeping turns.
  • S502 If the current state of the vehicle is the parking state, determine whether the steering wheel angle is greater than or equal to eighty percent of the one-way limit angle of the steering wheel of the vehicle.
  • Step S502 and S503 are executed. Steps S502 and S503 are similar to S401 and S402 and are not described again here.
  • the present embodiment provides a method for controlling a vehicle U-turn, which determines whether a creeping U-turn condition is met by judging whether the parking state and the steering wheel angle are greater than or equal to 80% of the one-way limit angle of the vehicle's steering wheel. This solution can prevent the danger caused by accidentally touching the creeping U-turn switch during driving, thereby increasing driving safety.
  • FIG9 is a schematic structural diagram of a first embodiment of a vehicle turning control device provided in an embodiment of the present application.
  • the vehicle turning control device 200 includes:
  • a detection module 211 is used to collect and obtain the steering wheel angle of the vehicle after detecting that the creep turn function is turned on;
  • a judgment module 212 configured to determine whether the vehicle currently meets a preset creeping turn condition according to the steering wheel rotation angle
  • a vehicle speed determination module 213, configured to obtain transmission gear position information and transfer case gear position information when the vehicle meets the creeping U-turn condition, and obtain a target vehicle speed of the vehicle during the creeping U-turn according to the transmission gear position information and the transfer case gear position information;
  • a calculation module 214 configured to calculate and obtain the braking pressure of the inner front wheel and the braking pressure of the inner rear wheel when the vehicle turns according to the steering wheel angle, the wheelbase and the track of the vehicle;
  • the control module 215 is used to control the vehicle to perform a creep turn according to the target vehicle speed, the braking pressure of the inner front wheel, and the braking pressure of the inner rear wheel.
  • the vehicle speed determination module 213 is specifically used for:
  • a pre-configured target speedometer is queried to obtain the target vehicle speed during the creep turn; wherein the target speedometer includes the correspondence between the transmission gear and transfer case gear and the vehicle speed determined experimentally.
  • control module 215 is specifically used for:
  • the steering angle of the vehicle along the steering wheel is controlled, and the vehicle speed is kept within a preset range of the target vehicle to perform a creep turn.
  • control module 215 is further configured to:
  • the vehicle torque is increased to increase the vehicle speed, and each increment of the vehicle torque decreases in a parabolic manner;
  • the vehicle wheels are controlled to brake and decelerate.
  • the vehicle turning control device provided in this embodiment is used to execute the vehicle turning control method in any of the aforementioned method embodiments, and its implementation principle and technical effect are similar and will not be described in detail here.
  • the creeping turning condition includes that the steering wheel angle is greater than or equal to 80% of the one-way limit angle;
  • the determination module 212 is specifically used for:
  • the vehicle turning control device provided in this embodiment is used to execute the vehicle turning control method in any of the aforementioned method embodiments, and its implementation principle and technical effect are similar and will not be described in detail here.
  • the creeping turning condition includes that the vehicle is in a parking state, and the steering wheel angle is greater than or equal to 80% of the one-way limit angle;
  • the determination module 212 is specifically used for:
  • the vehicle If the current state of the vehicle is not a parking state, or the steering wheel angle is less than eighty percent of the one-way limit angle of the steering wheel of the vehicle, it is determined that the vehicle currently does not meet the creep turn condition.
  • the vehicle turning control device provided in this embodiment is used to execute the vehicle turning control method in any of the aforementioned method embodiments, and its implementation principle and technical effect are similar and will not be described in detail here.
  • FIG10 is a schematic diagram of the structure of a vehicle provided by the present application. As shown in FIG10 , the vehicle 300 includes:
  • the memory 314 stores computer-executable instructions
  • the processor 313 executes the computer-executable instructions stored in the memory 314 to implement the vehicle turning control method as described in any one of the above method embodiments.
  • the above-mentioned components of the vehicle 300 may be connected via a system bus.
  • the memory 314 may be a separate storage unit or a storage unit integrated in the processor 311.
  • the number of the processor 311 is one or more.
  • the vehicle provided in the embodiment of the present application is used to execute the vehicle turning control method provided in any of the aforementioned method embodiments, and its implementation principle and technical effects are similar and will not be repeated here.
  • the processor 811 can be a central processing unit (CPU), or other general-purpose processors, digital signal processors (DSP), application-specific integrated circuits (ASIC), etc.
  • the general-purpose processor can be a microprocessor or the processor can also be any conventional processor, etc.
  • the steps of the method disclosed in the present application can be directly embodied as being executed by a hardware processor, or executed by a combination of hardware and software modules in the processor.
  • the system bus can be a peripheral component interconnect standard (peripheral component interconnect,
  • peripheral component interconnect The system bus can be divided into an address bus, a data bus, a control bus, etc. For ease of representation, only one thick line is used in the figure, but it does not mean that there is only one bus or one type of bus.
  • the memory may include random access memory (RAM) and may also include non-volatile memory (NVM), such as at least one disk storage.
  • All or part of the steps of the above-mentioned method embodiments can be completed by hardware related to program instructions.
  • the aforementioned program can be stored in a readable memory.
  • the steps of the above-mentioned method embodiments are executed; and the aforementioned memory (storage medium) includes: read-only memory (ROM), RAM, flash memory, hard disk, solid state drive, magnetic tape, floppy disk, optical disc and any combination thereof.
  • the present application also provides a computer-readable storage medium, in which computer-executable instructions are stored.
  • computer-executable instructions When the computer-executable instructions are executed by a processor, they are used to implement the vehicle turning control method described in any one of the above method embodiments.
  • An embodiment of the present application provides a chip, which includes a memory and a processor.
  • the memory stores code and data.
  • the memory is coupled to the processor.
  • the processor runs the program in the memory so that the chip is used to execute the vehicle turning control method described in any one of the above method embodiments.
  • An embodiment of the present application provides a program product, including: a computer program, when the program product is run on a computer, the computer is enabled to execute the vehicle turning control method described in any one of the above method embodiments.
  • An embodiment of the present application provides a computer program.
  • the computer program When the computer program is executed by a processor, it is used to execute the vehicle turning control method described in any one of the above method embodiments.

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Abstract

本申请提供一种车辆调头的控制方法、装置及车辆。该方法包括：首先在检测到蠕行调头功能开启后，车辆采集获取转向盘角度，根据转向盘转角度，确定车辆当前是否满足预设的蠕行调头条件。在满足蠕行调头条件时，车辆获取变速器档位信息和分动器档位信息，并根据该信息获取车辆在蠕行调头过程中的目标车速，然后根据转向盘角度，车辆的轴距以及轮距，计算获取车辆调头时的内侧前轮的制动压力和内侧后轮的制动压力。最后根据目标车速，内侧前轮的制动压力以及内侧后轮的制动压力控制车辆进行蠕行调头。通过本方案可以减少车辆调头转弯半径，实现转弯过程自动控速，提高了调头行驶平顺性和可控性。

Description

车辆调头的控制方法、装置及车辆
本申请要求于2023年01月13日提交中国专利局、申请号为202310098436.8、申请名称为“车辆调头的控制方法、装置及车辆”的中国专利申请的优先权，其全部内容通过引用结合在本申请中。
技术领域
本申请涉及车辆控制技术领域，尤其涉及一种车辆调头的控制方法、装置及车辆。
背景技术
随着汽车普及率越来越高，汽车机动性越来越受人们重视，机动性指的是能克服复杂道路，具备回转的能力。传统的车辆转向系统结构复杂，且各部件因其结构特性，使得车辆最小转弯半径有限，在遇到狭窄的转弯空间时无法有效实现转向。
在现有技术中，对于减少转弯半径提高机动性主要有两种解决方案：一是减小轴距重新设计转向系统，增大两前轮的偏转角来实现，因特定车辆边界限制，所以改善有限；二是制动单侧后轮以实现减小转弯半径的方案，但目前只在特定场景下才能使用，操作步骤繁琐，并且调头过程中因路面复杂车速控制不平稳，进而给用户造成差的乘车体验。
因此，如何实现车辆平稳的转弯调头是待解决的问题。
发明内容
本申请实施例提供一种车辆调头的控制方法、装置及车辆，用以解决车辆平稳的转弯调头问题。
第一方面，本申请实施例提供一种车辆调头的控制方法，应用于车辆，包括：
在检测到蠕行调头功能开启后，采集获取所述车辆的转向盘角度；
根据所述转向盘转角度，确定所述车辆当前是否满足预设的蠕行调头条件；
在所述车辆满足所述蠕行调头条件时，获取变速器档位信息和分动器档位信息，并根据所述变速器档位信息和所述分动器档位信息获取所述车辆在蠕行调头过程中的目标车速；
根据所述转向盘角度，所述车辆的轴距以及轮距，计算获取所述车辆调头时的内侧前轮的制动压力和内侧后轮的制动压力；
根据所述目标车速，所述内侧前轮的制动压力以及所述内侧后轮的制动压力控制所述车辆进行蠕行调头。
结合第一方面，在一些实施例中，所述根据所述变速器档位信息和所述分动器档位信息获取所述车辆在蠕行调头过程中的目标车速，包括：
根据所述变速器档位信息和所述分动器档位信息，查询预先配置的目标车速表，获取所述车辆在蠕行调头过程中的所述目标车速；其中，所述目标车速表中包括根据实验确定的变速器档位和分动器档位与车速的对应关系。
结合第一方面，在一些实施例中，所述根据所述目标车速，所述内侧前轮的制动压力以及所述内侧后轮的制动压力控制所述车辆进行蠕行调头，包括：
根据所述内侧前轮的制动压力向内侧前轮施加压力，并根据内侧后轮的制动压力向内侧后轮施加压力；
控制所述车辆沿转向盘的转向角度，车速保持在所述目标车辆的预设范围内进行蠕行调头。
结合第一方面，在一些实施例中，控制车速保持在所述目标车辆的预设范围内进行蠕行调头，包括：
当所述车辆的当前车速小于所述目标车速，增加车辆扭矩使车速增加，所述车辆扭矩每次的增量按照抛物线的方式递减；
当所述车辆的当前车速大于所述目标车速，则控制所述车辆车轮进行制动减速。
结合第一方面，在一些实施例中，所述蠕行调头条件包括转向盘角度大于或等于单向的极限角度的百分之八十；
相应的，所述根据所述转向盘转角度，确定所述车辆当前是否满足预设 的蠕行调头条件，包括：
判断所述转向盘角度是否大于或等于所述车辆的转向盘单向的极限角度的百分之八十；
若所述转向盘角度大于或者等于所述车辆的转向盘单向的极限角度的百分之八十，则确定所述车辆当前满足所述蠕行调头条件；
否则，则确定所述车辆当前不满足所述蠕行调头条件。
结合第一方面，在一些实施例中，所述蠕行调头条件包括车辆处于驻车状态，且转向盘角度大于或等于单向的极限角度的百分之八十；
相应的，所述根据所述转向盘转角度，确定所述车辆当前是否满足预设的蠕行调头条件，包括：
判断所述车辆当前的状态是否为驻车状态；
若所述车辆当前的状态为驻车状态，则判断所述转向盘角度是否大于或等于所述车辆的转向盘单向的极限角度的百分之八十；
若所述转向盘角度大于或者等于所述车辆的转向盘单向的极限角度的百分之八十，则确定所述车辆当前满足所述蠕行调头条件；
若所述车辆当前的状态不是驻车状态，或者所述转向盘角度小于所述车辆的转向盘单向的极限角度的百分之八十，则确定所述车辆当前不满足所述蠕行调头条件。
第二方面，本申请实施例还提供一种车辆调头的控制装置，包括：
检测模块，用于在检测到蠕行调头功能开启后，采集获取所述车辆的转向盘角度；
判断模块，用于根据所述转向盘转角度，确定所述车辆当前是否满足预设的蠕行调头条件；
车速确定模块，用于在所述车辆满足所述蠕行调头条件时，获取变速器档位信息和分动器档位信息，并根据所述变速器档位信息和所述分动器档位信息获取所述车辆在蠕行调头过程中的目标车速；
计算模块，用于根据所述转向盘角度，所述车辆的轴距以及轮距，计算获取所述车辆调头时的内侧前轮的制动压力和内侧后轮的制动压力；
控制模块，用于根据所述目标车速，所述内侧前轮的制动压力以及所述内侧后轮的制动压力控制所述车辆进行蠕行调头。
结合第二方面，在一些实施例中，所述车速确定模块具体用于：
根据所述变速器档位信息和所述分动器档位信息，查询预先配置的目标车速表，获取所述车辆在蠕行调头过程中的所述目标车速；其中，所述目标车速表中包括根据实验确定的变速器档位和分动器档位与车速的对应关系。
结合第二方面，在一些实施例中，所述控制模块具体用于：
根据所述内侧前轮的制动压力向内侧前轮施加压力，并根据内侧后轮的制动压力向内侧后轮施加压力；
控制所述车辆沿转向盘的转向角度，车速保持在所述目标车辆的预设范围内进行蠕行调头。
结合第二方面，在一些实施例中，所述控制模块还用于：
当所述车辆的当前车速小于所述目标车速，增加车辆扭矩使车速增加，所述车辆扭矩每次的增量按照抛物线的方式递减；
当所述车辆的当前车速大于所述目标车速，则控制所述车辆车轮进行制动减速。
结合第二方面，在一些实施例中，所述蠕行调头条件包括转向盘角度大于或等于单向的极限角度的百分之八十；
相应的，所述判断模块具体用于：
判断所述转向盘角度是否大于或等于所述车辆的转向盘单向的极限角度的百分之八十；
若所述转向盘角度大于或者等于所述车辆的转向盘单向的极限角度的百分之八十，则确定所述车辆当前满足所述蠕行调头条件；
否则，则确定所述车辆当前不满足所述蠕行调头条件。
结合第二方面，在一些实施例中，所述蠕行调头条件包括车辆处于驻车状态，且转向盘角度大于或等于单向的极限角度的百分之八十；
相应的，所述判断模块具体用于：
判断所述车辆当前的状态是否为驻车状态；
若所述车辆当前的状态为驻车状态，则判断所述转向盘角度是否大于或等于所述车辆的转向盘单向的极限角度的百分之八十；
若所述转向盘角度大于或者等于所述车辆的转向盘单向的极限角度的百分之八十，则确定所述车辆当前满足所述蠕行调头条件；
若所述车辆当前的状态不是驻车状态，或者所述转向盘角度小于所述车辆的转向盘单向的极限角度的百分之八十，则确定所述车辆当前不满足所述蠕行调头条件。
第三方面，本申请实施例还可提供一种车辆，包括：
车辆主体，车身稳定控制ESC系统，处理器，与所述处理器通信连接的存储器，以及与其他设备交互的通信接口；
所述存储器存储计算机执行指令；
所述处理器执行所述存储器存储的计算机执行指令，以实现如第一方面任一项所述的车辆调头的控制方法。
第四方面，本申请实施例还提供一种计算机可读存储介质，所述计算机可读存储介质中存储有计算机执行指令，所述计算机执行指令被处理器执行时用于实现如第一方面任一项所述的车辆调头的控制方法。
第五方面，本申请实施例提供一种芯片，所述芯片包括存储器、处理器，所述存储器中存储代码和数据，所述存储器与所述处理器耦合，所述处理器运行所述存储器中的程序使得所述芯片用于执行上述第一方面任一项所述的车辆调头的控制方法。
第六方面，本申请实施例提供一种程序产品，包括：计算机程序，当所述程序产品在计算机上运行时，使得所述计算机执行上述第一方面任一项所述的车辆调头的控制方法。
第七方面，本申请实施例提供一种计算机程序，当所述计算机程序被处理器执行时，用于执行上述第一方面任一项所述的车辆调头的控制方法。
本申请提供的车辆调头的控制方法、装置及车辆，在检测到蠕行调头功能开启后，通过采集获取车辆的转向盘角度，根据转向盘转角度，确定车辆当前是否满足预设的蠕行调头条件。在满足蠕行调头条件时，车辆获取变速器档位信息和分动器档位信息，并根据变速器档位信息和分动器档位信息获取车辆在蠕行调头过程中的目标车速。根据转向盘角度，车辆的轴距以及轮距，车辆计算获取调头时的内侧前轮的制动压力和内侧后轮的制动压力，根据目标车速，内侧前轮的制动压力以及内侧后轮的制动压力控制车辆进行蠕行调头。通过本方案可以减少车辆调头转弯半径，转弯过程自动控速，不需要油门控制，提高车辆调头行驶平顺性和可控性。
附图说明
此处的附图被并入说明书中并构成本说明书的一部分，示出了符合本申请的实施例，并与说明书一起用于解释本申请的原理。
图1为本申请实施例提供的车辆在道路上进行调头的示意图；
图2为本申请实施例提供的车辆调头的控制方法实施例一的流程示意图；
图3为本申请实施例提供的车辆调头转弯示意图；
图4为本申请实施例提供的车辆调头的控制方法实施例二的流程示意图；
图5为本申请实施例提供的车辆调头的控制方法实施例三的流程示意图；
图6为本申请实施例提供的车辆增加扭矩示意图；
图7为本申请实施例提供的车辆调头的控制方法实施例四的流程示意图；
图8为本申请实施例提供的车辆调头的控制方法实施例五的流程示意图；
图9为本申请实施例提供的车辆调头的控制装置实施例一结构示意图；
图10为本申请提供的一种车辆的结构示意图。
通过上述附图，已示出本申请明确的实施例，后文中将有更详细的描述。这些附图和文字描述并不是为了通过任何方式限制本申请构思的范围，而是通过参考特定实施例为本领域技术人员说明本申请的概念。
具体实施方式
这里将详细地对示例性实施例进行说明，其示例表示在附图中。下面的描述涉及附图时，除非另有表示，不同附图中的相同数字表示相同或相似的要素。以下示例性实施例中所描述的实施方式并不代表与本申请相一致的所有实施方式。相反，它们仅是与如所附权利要求书中所详述的、本申请的一些方面相一致的装置和方法的例子。
首先对本申请所涉及的名词进行解释：
蠕行：是指车辆的低速巡航驾驶辅助系统，可以自行控制发动机对于扭矩输出、变速系统、刹车，可以使车辆非常缓慢的速度通过恶劣的路面。蠕行功能不需要驾驶员操作油门和刹车，车辆可以自行控制，而且还可以根据路况的反馈来释放其扭矩，通过电子分配四轮的制动力，最终实现防止车轮陷滑。
车身稳定控制系统(Electronic Stability Control，简称ESC)：是一种辅助驾驶者控制车辆的主动安全技术，同时也是汽车防抱死制动系统和牵引力控制系统功能的进一步扩展，ESC主要对车辆纵向和横向稳定性进行控制，保证车辆稳定行驶；车辆制动主要依靠ESC提供液压或电子驻车制动系统(Electrical Park Brake，简称EPB)提供电机助力卡钳加紧来实现。
坦克调头：是指是汽车的一种功能，缩小转弯半径，让车辆近乎原地转向的方式来掉头，以保证在非常窄的路面能够调转方向。在本方案中，坦克调头和蠕行调头指的是同一操作。
传统的车辆转向系统结构复杂，且各部件因其结构特性，使得车辆最小转弯半径有限，在遇到狭窄的转弯空间时无法有效实现转向。在现有技术中对于减少转弯半径提高机动性主要有两种解决方案：一是减小轴距重新设计转向系统，增大两前轮的偏转角来实现；二是制动单侧后轮以实现减小转弯半径的方案，但实现单侧后轮制动的方式都是通过ESC系统提供液压或EPB提供电机助力卡钳加紧来实现，但ESC系统功能很多，内部逻辑复杂，要实现单侧后轮制动需要受到其他功能的限制，而且对ESC系统自身的耐久和寿命有一定影响。
目前现有技术还存在以下缺陷：
1，使用场景单一，只能在车辆的越野模式(off road)中使用。
2，坦克调头操作步骤繁多：以长城坦克300操作为例，一般为先挂4L，再挂越野巡航，最后进入坦克调头。
3，坦克调头执行过程中车辆不平顺，制动防抱死系统(antilock brake system，简称：ABS)阶段性建压冲击大，噪声明显。
4，车速控制不平顺，先慢再快。
也就是说，只有少数车辆目前具备调头功能，即可以减少车辆转弯半径，并且在转弯在车辆调头时，执行步骤繁琐，车速变化较大，车身不稳定。
为解决现有技术中存在的问题，发明人在对该技术领域进行研究的过程中发现车辆通过ESC功能可以对车辆施加不同制动力，控制车速。基于此，在转弯过程中对车辆内侧前轮、后轮不同的液压制动力，可以减少车辆转弯调头半径，控制车辆速度自动平稳行驶。因此，本申请提供一种车辆调头的控制方法、装置及车辆。
在本申请的技术方案中，车辆在蠕行模式下行驶进行转弯调头。
图1为本申请实施例提供的车辆在道路上进行调头的示意图，如图1所示，车辆道路中进行掉头时，需要一定的转弯半径，为了实现蠕行调头，需要对车辆的每个车轮进行控制，因此本方案可以应用在分布式驱动的车辆中，对于非分布式驱动的车辆，则在车辆的架构中可配置ESC系统，以使能够通过ESC系统制动蠕行，从而实现车辆转弯调头。综上所述，本申请提供的车辆掉头的控制方法可以应用在多种车辆中，对于具体的车辆类型不做限制。
下面通过几个具体实施例对申请提供的车辆调头的控制方法进行详细说明。
需要说明的是，下面这几个具体的实施例可以相互结合，对于相同或相似的概念或过程可能在某些实施例中不再赘述。
图2为本申请实施例提供的车辆调头的控制方法实施例一的流程示意图，如图2所示，该车辆调头的控制方法包括如下步骤：
S101、在检测到蠕行调头功能开启后，采集获取车辆的转向盘角度。
在本步骤中，车辆驾驶员在狭窄路况下，或者普通行驶无法完成车辆调头时，车辆驾驶员打开蠕行调头开关，并符合蠕行调头条件时，不需要驾驶员操作油门和刹车，车辆可以自行控制以缓慢速度行驶，驾驶员仍可以通过刹车操控车辆保证安全。蠕行辅助开关可以在车辆显示屏上，也可以是车辆上的物理开关，在本方案中不做限定。
车辆在检测到驾驶员打开了蠕行调头开关后，表明驾驶员要进行车辆调头，需要进一步确定车辆调头所需要的角度。通过连接转向盘上的转角传感器实时收集车辆的转向角度，用于确定驾驶员要转弯的角度。在本方案中，转向盘和方向盘指的是同一车辆结构。
在一种具体的实现方式中，在车辆通过转角传感器采集转向盘转向角度后，通过ESC系统采集轮胎的偏转角，将轮胎的偏转角经过换算关系计算换算为转向盘偏转角，两个共同确定转向角度更加准确。可以理解的，转向盘转向角度和轮胎转向角度成正比关系。
S102、根据转向盘转角度，确定车辆当前是否满足预设的蠕行调头条件。
在本方案中，在实际行驶过程中，驾驶员在打开蠕行调头开关时，蠕行调头模式进入准备状态，车辆收集转向盘角度的可能为0°，10°，20°等， 此时驾驶员还未调整好车辆调头姿势，因此，需要判断是否满足蠕行调头条件，在设计过程中需要预先设定一个转向角度值，大于转向角度值时触发蠕行调头，小于转向角度值时不触发蠕行调头。
在一种具体的实现方式中，预先设定的转向角度值为该车辆左右单向最大转向角度的80％，小于该值时不触发蠕行调头后续操作，大于该值表明驾驶员需要执行蠕行调头。
可选的，车辆在检测到蠕行调头开关开启，此时蠕行调头模式进入准备状态，向驾驶员发出蠕行调头提示消息，该提示消息用于指示驾驶员操作车辆满足蠕行调头条件。
S103、在车辆满足蠕行调头条件时，获取变速器档位信息和分动器档位信息，并根据变速器档位信息和分动器档位信息获取车辆在蠕行调头过程中的目标车速。
在本步骤中，在满足车辆蠕行调头条件后，需要确定车辆调头行驶过程中的速度。在一般情况下，车辆转弯调头过程中，行驶速度由驾驶员油门决定，在本方案中为方便驾驶员操作，在蠕行调头过程中以设定的速度进行辅助行驶，而设定的速度不是单一固定的，设定的目标速度由驾驶员操作的车辆变速器及分动器档位信息来决定，驾驶员可以通过更换档位切换车辆设定的目标速度。
在一种具体的实现方式中，车辆根据当前的变速器档位信息和分动器档位信息从目标车速表中查找确定调头行驶的行驶速度。其中，目标车速表中包括根据实验确定的变速器档位和分动器档位与车速的对应关系。
具体的，车辆采集获取当前变速器档位信息、发动机控制模块(Engine Control Module，简称ECM)采集分动器档位信息的四驱模式信号(两驱2H，高速四驱4H，低速四驱4L，自动四驱4A)，根据变速器挡位信息和分动器档位信息从表1目标车速表中查找车辆当前的目标速度。
表1.目标车速表
S104、根据转向盘角度，车辆的轴距以及轮距，计算获取车辆调头时的内侧前轮的制动压力和内侧后轮的制动压力。
在本步骤中，在车辆转弯内侧前轮和内侧后轮施加制动力用以减少车辆调头过程中转弯半径。图3为本申请实施例提供的车辆调头转弯示意图，如图3所示，在实际调头转弯过程中，车辆内侧前轮制动轮和内侧后轮制动轮经过的路径不同，所以转弯半径不同，因此所需要施加的制动力也不同。可以理解的，车辆在转向盘转向角度最大时，转弯半径最小，转弯所需要的制动力最大。车辆的转弯半径由转向角大小，车辆速度，车轮制动力等多个因素共同决定。
在确定的某一车辆车型中，在最大转向盘角度情况下，此时的转弯半径最小，预先在车辆中记录实验获得的不同速度下前轮最小转弯半径和后轮的最小转弯半径。因此，车辆可以根据实际采集的转向盘转向角度占最大转向角度的比例，计算出目标速度下的预估的前轮和后轮的转弯半径。转向盘角度和转弯半径成反比关系，转向盘角度越大，转弯半径越小。在计算得到预估转弯半径后，再根据车辆的轴距和轮距信息，车辆计算调头所需要的制动压力。
S105、根据目标车速，内侧前轮的制动压力以及内侧后轮的制动压力控制车辆进行蠕行调头。
在本步骤中，车辆根据计算得到的制动压力控制车辆保持目标车速进行蠕行调头。车辆当前车速处于目标车速的预设偏差内不需要进行调整，维持现在的扭矩和制动压力继续蠕行行驶；车速小于目标车速预设偏差范围时，增加车辆扭矩，提高车辆速度；车速大于目标车速时，进行四轮制动进行限速。
具体的，在车辆的ESC系统中，输入转向盘转角、目标车速和车辆固有的轴距和轮距信息，ESC系统算法会自动预测车辆行驶轨迹，并计算车辆四轮所需要的转速，超过目标车速时，则在四轮上单独施压使其保持四轮需要的速度；小于目标车速时，则增加车辆扭矩。
在蠕行调头行驶过程中，车辆实时检测变速器挡位信息，检测到变速器挂为驻车P挡，则退出蠕行调头模式。在蠕行调头行驶过程中，车辆检测到 刹车踏板有刹车制动时，则将蠕行调头模式调整为待机状态，该待机状态下车辆停止蠕行调头，待刹车踏板制动取消时，重新检测是否满足蠕行调头条件，满足蠕行调头条件则继续进行蠕行调头，当不符合蠕行调头条件，则退出蠕行调头模式。
本实施例提供的一种车辆调头的控制方法，车辆在检测到蠕行调头功能开启后，通过采集获取车辆的转向盘角度，根据转向盘转角度，确定车辆当前是否满足预设的蠕行调头条件。在车辆满足蠕行调头条件时，获取变速器档位信息和分动器档位信息，并根据该信息获取车辆在蠕行调头过程中的目标车速；根据转向盘角度，车辆的轴距以及轮距，计算获取车辆调头时的内侧前轮的制动压力和内侧后轮的制动压力；根据目标车速，内侧前轮的制动压力以及内侧后轮的制动压力控制车辆进行蠕行调头。经过本方法可以实现在车辆调头过程中，车辆自动控速蠕行行驶，驾驶员不需要踩踏油门，提高行驶平顺性和可控性。
图4为本申请实施例提供的车辆调头的控制方法实施例二的流程示意图，如图4所示，在上述实施例一基础上，步骤S105根据目标车速，内侧前轮的制动压力以及内侧后轮的制动压力控制车辆进行蠕行调头，具体包括以下步骤：
S201、根据内侧前轮的制动压力向内侧前轮施加压力，并根据内侧后轮的制动压力向内侧后轮施加压力。
在本步骤中，车辆在转弯调头行驶过程中，对转弯内侧后轮，内侧前轮施加不同的液压制动力，可以减少转弯半径。车辆计算得到转弯调头过程的内侧前轮制动压力和内侧后轮的制动压力，通过ESC系统分别对内侧前轮和后轮施加计算得到的制动力。
S202、控制车辆沿转向盘的转向角度，车速保持在目标车辆的预设范围内进行蠕行调头。
在本步骤中，为方便驾驶员安全行驶，通过ESC系统辅助车辆自动蠕行行驶，驾驶员右脚在制动踏板上，可以专心观察周围环境。车辆沿着转向盘的转向角度转弯蠕行，通过ESC使车速自动保持在目标车速的预设偏差以内。当速度超出预设范围进行制动，车速低于预设范围进行加速。预设偏差可以设定为目标速度偏差的3％，5％，8％，本方案中对具体的偏差范围不做限定。
本实施例提供的一种车辆调头的控制方法，车辆将内侧前轮和内侧后轮施加制动压力，并控制车速保持在预设范围内进行蠕行调头行驶。通过本方案可以实现降低转弯半径，并在行驶过程中增加了安全性和便利性。
图5为本申请实施例提供的车辆调头的控制方法实施例三的流程示意图，如图5所示，在上述实施例二基础上，步骤S202控制车速保持在目标车辆的预设范围内进行蠕行调头，包括以下步骤：
S301、当车辆的当前车速小于目标车速，增加车辆扭矩使车速增加，车辆扭矩每次的增量按照抛物线的方式递减。
在本步骤中，车辆起步或者路况不平等原因导致车辆速度低于目标车速，在检测到驾驶员没有踩踏刹车情况下，则自动提升车辆的速度，车辆速度的提升通过增加车辆扭矩来实现。
图6为本申请实施例提供的车辆增加扭矩示意图，在图6中，X轴表示的是时间，Y轴表示的是扭矩值，车辆扭矩的增量按照抛物线的方式递减，即扭矩每次增加量逐渐减少，使车辆更加稳定的起步行驶。具体的，扭矩变化率随时间增量参照标定，例如车辆的目标车速为3kph，车辆行驶过程中被路面凹凸不平或障碍物阻滞，导致车速为0kph，那么扭矩将响应增大输出，随着时间100ms为单位变化，第一个100ms扭矩将增大5标定量·牛顿·米(XNm)，第二个100ms扭矩将增大4XNm，第三个100ms扭矩将增大3XNm，以此类推扭矩增量递减，直到速度到达目标车速2.8kph-3.2kph范围缓慢蠕行，检测车速精度到0.1kph。
可选的，扭矩按照抛物线公式X2＝-2Py曲线的方式增加。
S302、当车辆的当前车速大于目标车速，则控制车辆车轮进行制动减速。
在本步骤中，在当车辆的速度超过预设的目标车速的范围时，需要控制车辆减速行驶。在车辆的ESC系统中，可以根据转向盘转角、目标车速和车辆固有的轴距和轮距信息，预测车辆行驶轨迹，并计算车辆四轮所需要的转速，超过目标车速时，则在四轮上单独施压使其保持四轮需要的速度。
本实施例提供的一种车辆调头的控制方法，通过自动控制车速保持在目标车辆的预设范围内进行蠕行调头，在小于目标车速范围时进行增扭加速，在大于目标车速范围时对车辆四个车辆进行制动。通过本方案保持调头蠕行过程中速度平稳，增加了行驶平顺性，提高驾驶员的体验。
图7为本申请实施例提供的车辆调头的控制方法实施例四的流程示意图，如图7所示，在上述实施例一基础上，步骤S102确定车辆当前是否满足预设的蠕行调头条件中，该蠕行条件包括转向盘角度大于或等于单向的极限角度的百分之八十，所以步骤S102包括以下步骤：
S401、判断转向盘角度是否大于或等于车辆的转向盘单向的极限角度的百分之八十。
在本步骤中，在驾驶员打开蠕行调头开关后，为了避免驾驶员在未调整好车辆调头转弯姿势下自动行驶，需要对车辆是否满足蠕行调头进行判断，是否符合蠕行调头条件通过对驾驶员转向盘转向角度进行判断，驾驶员方向盘转向角度的要处于单向转向角度极限的百分之八十或者百分之八十以上，说明车辆蠕行调头姿势已经准备完成。
S402、若转向盘角度大于或者等于车辆的转向盘单向的极限角度的百分之八十，则确定车辆当前满足蠕行调头条件。
否则，则确定车辆当前不满足蠕行调头条件。
在本步骤中，当转向角度小于百分之八十，不满足蠕行调头条件，不执行自动控速，车辆根据驾驶员实际操作行驶。
本实施例提供的一种车辆调头的控制方法，通过判断转向盘角度是否大于或等于车辆的转向盘单向的极限角度的百分之八十来确定是否符合蠕行调头条件。通过本方案可以防止在驾驶员未调整好车辆调头姿势下车辆自动行驶的情况，增加行驶安全性。
图8为本申请实施例提供的车辆调头的控制方法实施例五的流程示意图，如图8所示，在上述实施例一基础上，步骤S102确定车辆当前是否满足预设的蠕行调头条件中，该蠕行条件车辆处于驻车状态，且转向盘角度大于或等于单向的极限角度的百分之八十，所以步骤S102包括以下步骤：
S501、判断车辆当前的状态是否为驻车状态。
在本步骤，为了防止在行驶途中因误触到蠕行调头开关，车辆进行蠕行调头而引起的安全事故，在打开蠕行调头开关后，需要先判断当前的驻车状态。车辆通过速度传感器或者车速仪表盘中收集当前的车速，判断车速是否为0，车速为0则为驻车状态，执行步骤S502。
车速不为0，则表明车辆不是驻车状态，在车机显示屏上对驾驶员进行 消息提示，消息提示用于提示驾驶员现在处于非驻车状态，不能进行蠕行调头行驶。
S502、若车辆当前的状态为驻车状态，则判断转向盘角度是否大于或等于车辆的转向盘单向的极限角度的百分之八十。
S503、若转向盘角度大于或者等于车辆的转向盘单向的极限角度的百分之八十，则确定车辆当前满足蠕行调头条件。
在本步骤中，若车辆为驻车状态则执行S502、S503，步骤S502、S503和S401、S402类似，在此不再赘述。
S504、若车辆当前的状态不是驻车状态，或者转向盘角度小于车辆的转向盘单向的极限角度的百分之八十，则确定车辆当前不满足蠕行调头条件。
在本步骤中，若车辆不是驻车状态或者转向盘角度小于车辆的转向盘单向的极限角度的百分之八十，则不满足蠕行调头条件，车辆根据驾驶员实际操作行驶。
本实施例提供的一种车辆调头的控制方法，通过判断驻车状态和转向盘角度是否大于或等于车辆的转向盘单向的极限角度的百分之八十来确定是否符合蠕行调头条件。通过本方案可以防止在行驶途中误触蠕行调头开关而引起的危险，增加行驶安全性。
图9为本申请实施例提供的车辆调头的控制装置实施例一结构示意图，如图9所示，该车辆调头的控制装置200包括：
检测模块211，用于在检测到蠕行调头功能开启后，采集获取所述车辆的转向盘角度；
判断模块212，用于根据所述转向盘转角度，确定所述车辆当前是否满足预设的蠕行调头条件；
车速确定模块213，用于在所述车辆满足所述蠕行调头条件时，获取变速器档位信息和分动器档位信息，并根据所述变速器档位信息和所述分动器档位信息获取所述车辆在蠕行调头过程中的目标车速；
计算模块214，用于根据所述转向盘角度，所述车辆的轴距以及轮距，计算获取所述车辆调头时的内侧前轮的制动压力和内侧后轮的制动压力；
控制模块215，用于根据所述目标车速，所述内侧前轮的制动压力以及所述内侧后轮的制动压力控制所述车辆进行蠕行调头。
可选的，车速确定模块213具体用于：
根据所述变速器档位信息和所述分动器档位信息，查询预先配置的目标车速表，获取所述车辆在蠕行调头过程中的所述目标车速；其中，所述目标车速表中包括根据实验确定的变速器档位和分动器档位与车速的对应关系。
可选的，控制模块215具体用于：
根据所述内侧前轮的制动压力向内侧前轮施加压力，并根据内侧后轮的制动压力向内侧后轮施加压力；
控制所述车辆沿转向盘的转向角度，车速保持在所述目标车辆的预设范围内进行蠕行调头。
可选的，控制模块215还用于：
当所述车辆的当前车速小于所述目标车速，增加车辆扭矩使车速增加，所述车辆扭矩每次的增量按照抛物线的方式递减；
当所述车辆的当前车速大于所述目标车速，则控制所述车辆车轮进行制动减速。
本实施例提供的车辆调头的控制装置，用于执行前述任一方法实施例中车辆调头的控制方法，其实现原理和技术效果类似，在此不再赘述。
在上述装置实施例一的基础上，在车辆调头的控制装置200的具体实现中，所述蠕行调头条件包括转向盘角度大于或等于单向的极限角度的百分之八十；
相应的，所述判断模块212具体用于：
判断所述转向盘角度是否大于或等于所述车辆的转向盘单向的极限角度的百分之八十；
若所述转向盘角度大于或者等于所述车辆的转向盘单向的极限角度的百分之八十，则确定所述车辆当前满足所述蠕行调头条件；
否则，则确定所述车辆当前不满足所述蠕行调头条件。
本实施例提供的车辆调头的控制装置，用于执行前述任一方法实施例中车辆调头的控制方法，其实现原理和技术效果类似，在此不再赘述。
在上述装置实施例一的基础上，在车辆调头的控制装置200的具体实现中，所述蠕行调头条件包括车辆处于驻车状态，且转向盘角度大于或等于单向的极限角度的百分之八十；
相应的，所述判断模块212具体用于：
判断所述车辆当前的状态是否为驻车状态；
若所述车辆当前的状态为驻车状态，则判断所述转向盘角度是否大于或等于所述车辆的转向盘单向的极限角度的百分之八十；
若所述转向盘角度大于或者等于所述车辆的转向盘单向的极限角度的百分之八十，则确定所述车辆当前满足所述蠕行调头条件；
若所述车辆当前的状态不是驻车状态，或者所述转向盘角度小于所述车辆的转向盘单向的极限角度的百分之八十，则确定所述车辆当前不满足所述蠕行调头条件。
本实施例提供的车辆调头的控制装置，用于执行前述任一方法实施例中车辆调头的控制方法，其实现原理和技术效果类似，在此不再赘述。
图10为本申请提供的一种车辆的结构示意图，如图10所示，该车辆300包括：
车辆主体311，车身稳定控制ESC系统312，处理器313，与所述处理器通信连接的存储器314，以及与其他设备交互的通信接口315；
所述存储器314存储计算机执行指令；
所述处理器313执行所述存储器314存储的计算机执行指令，以实现如上述方法实施例任一项所述的车辆调头的控制方法。
可选的，该车辆300的上述各个器件之间可以通过系统总线连接。
存储器314可以是单独的存储单元，也可以是集成在处理器311中的存储单元。处理器311的数量为一个或者多个。
本申请实施例提供的车辆用于执行前述任一方法实施例中提供的车辆调头的控制方法，其实现原理和技术效果类似，在此不再赘述。
应理解，处理器811可以是中央处理单元(Central Processing Unit，CPU)，还可以是其他通用处理器、数字信号处理器(Digital Signal Processor，DSP)、专用集成电路(Application Specific Integrated Circuit，ASIC)等。通用处理器可以是微处理器或者该处理器也可以是任何常规的处理器等。结合本申请所公开的方法的步骤可以直接体现为硬件处理器执行完成，或者用处理器中的硬件及软件模块组合执行完成。
系统总线可以是外设部件互连标准(peripheral component interconnect， PCI)总线或扩展工业标准结构(extended industry standard architecture，EISA)总线等。系统总线可以分为地址总线、数据总线、控制总线等。为便于表示，图中仅用一条粗线表示，但并不表示仅有一根总线或一种类型的总线。存储器可能包括随机存取存储器(random access memory，RAM)，也可能还包括非易失性存储器(non-volatile memory，NVM)，例如至少一个磁盘存储器。
实现上述各方法实施例的全部或部分步骤可以通过程序指令相关的硬件来完成。前述的程序可以存储于一可读取存储器中。该程序在执行时，执行包括上述各方法实施例的步骤；而前述的存储器(存储介质)包括：只读存储器(read-only memory，ROM)、RAM、快闪存储器、硬盘、固态硬盘、磁带(magnetic tape)、软盘(floppy disk)、光盘(optical disc)及其任意组合。
本申请还提供一种计算机可读存储介质，所述计算机可读存储介质中存储有计算机执行指令，所述计算机执行指令被处理器执行时用于实现上述方法实施例中任一项所述的车辆调头的控制方法。
本申请实施例提供一种芯片，所述芯片包括存储器、处理器，所述存储器中存储代码和数据，所述存储器与所述处理器耦合，所述处理器运行所述存储器中的程序使得所述芯片用于执行上述方法实施例中任一项所述的车辆调头的控制方法。
本申请实施例提供一种程序产品，包括：计算机程序，当所述程序产品在计算机上运行时，使得所述计算机执行上述方法实施例中任一项所述的车辆调头的控制方法。
本申请实施例提供一种计算机程序，当所述计算机程序被处理器执行时，用于执行上述方法实施例中任一项所述的车辆调头的控制方法。
本领域技术人员在考虑说明书及实践这里公开的发明后，将容易想到本申请的其它实施方案。本申请旨在涵盖本申请的任何变型、用途或者适应性变化，这些变型、用途或者适应性变化遵循本申请的一般性原理并包括本申请未公开的本技术领域中的公知常识或惯用技术手段。说明书和实施例仅被视为示例性的，本申请的真正范围和精神由下面的权利要求书指出。
应当理解的是，本申请并不局限于上面已经描述并在附图中示出的精确 结构，并且可以在不脱离其范围进行各种修改和改变。本申请的范围仅由所附的权利要求书来限制。

Claims (17)

  1. 一种车辆调头的控制方法，其特征在于，应用于车辆，包括：
    在检测到蠕行调头功能开启后，采集获取所述车辆的转向盘角度；
    根据所述转向盘转角度，确定所述车辆当前是否满足预设的蠕行调头条件；
    在所述车辆满足所述蠕行调头条件时，获取变速器档位信息和分动器档位信息，并根据所述变速器档位信息和所述分动器档位信息获取所述车辆在蠕行调头过程中的目标车速；
    根据所述转向盘角度，所述车辆的轴距以及轮距，计算获取所述车辆调头时的内侧前轮的制动压力和内侧后轮的制动压力；
    根据所述目标车速，所述内侧前轮的制动压力以及所述内侧后轮的制动压力控制所述车辆进行蠕行调头。
  2. 根据权利要求1所述的方法，其特征在于，所述根据所述变速器档位信息和所述分动器档位信息获取所述车辆在蠕行调头过程中的目标车速，包括：
    根据所述变速器档位信息和所述分动器档位信息，查询预先配置的目标车速表，获取所述车辆在蠕行调头过程中的所述目标车速；其中，所述目标车速表中包括根据实验确定的变速器档位和分动器档位与车速的对应关系。
  3. 根据权利要求1或2所述的方法，其特征在于，所述根据所述目标车速，所述内侧前轮的制动压力以及所述内侧后轮的制动压力控制所述车辆进行蠕行调头，包括：
    根据所述内侧前轮的制动压力向内侧前轮施加压力，并根据内侧后轮的制动压力向内侧后轮施加压力；
    控制所述车辆沿转向盘的转向角度，车速保持在所述目标车辆的预设范围内进行蠕行调头。
  4. 根据权利要求3所述的方法，其特征在于，控制车速保持在所述目标车辆的预设范围内进行蠕行调头，包括：
    当所述车辆的当前车速小于所述目标车速，增加车辆扭矩使车速增加，所述车辆扭矩每次的增量按照抛物线的方式递减；
    当所述车辆的当前车速大于所述目标车速，则控制所述车辆车轮进行制 动减速。
  5. 根据权利要求1至4任一所述的方法，其特征在于，所述蠕行调头条件包括转向盘角度大于或等于单向的极限角度的百分之八十；
    相应的，所述根据所述转向盘转角度，确定所述车辆当前是否满足预设的蠕行调头条件，包括：
    判断所述转向盘角度是否大于或等于所述车辆的转向盘单向的极限角度的百分之八十；
    若所述转向盘角度大于或者等于所述车辆的转向盘单向的极限角度的百分之八十，则确定所述车辆当前满足所述蠕行调头条件；
    否则，则确定所述车辆当前不满足所述蠕行调头条件。
  6. 根据权利要求1至4任一所述的方法，其特征在于，所述蠕行调头条件包括车辆处于驻车状态，且转向盘角度大于或等于单向的极限角度的百分之八十；
    相应的，所述根据所述转向盘转角度，确定所述车辆当前是否满足预设的蠕行调头条件，包括：
    判断所述车辆当前的状态是否为驻车状态；
    若所述车辆当前的状态为驻车状态，则判断所述转向盘角度是否大于或等于所述车辆的转向盘单向的极限角度的百分之八十；
    若所述转向盘角度大于或者等于所述车辆的转向盘单向的极限角度的百分之八十，则确定所述车辆当前满足所述蠕行调头条件；
    若所述车辆当前的状态不是驻车状态，或者所述转向盘角度小于所述车辆的转向盘单向的极限角度的百分之八十，则确定所述车辆当前不满足所述蠕行调头条件。
  7. 一种车辆调头的控制装置，其特征在于，包括：
    检测模块，用于在检测到蠕行调头功能开启后，采集获取所述车辆的转向盘角度；
    判断模块，用于根据所述转向盘转角度，确定所述车辆当前是否满足预设的蠕行调头条件；
    车速确定模块，用于在所述车辆满足所述蠕行调头条件时，获取变速器档位信息和分动器档位信息，并根据所述变速器档位信息和所述分动器档位 信息获取所述车辆在蠕行调头过程中的目标车速；
    计算模块，用于根据所述转向盘角度，所述车辆的轴距以及轮距，计算获取所述车辆调头时的内侧前轮的制动压力和内侧后轮的制动压力；
    控制模块，用于根据所述目标车速，所述内侧前轮的制动压力以及所述内侧后轮的制动压力控制所述车辆进行蠕行调头。
  8. 根据权利要求7所述的装置，其特征在于，所述车速确定模块具体用于：
    根据所述变速器档位信息和所述分动器档位信息，查询预先配置的目标车速表，获取所述车辆在蠕行调头过程中的所述目标车速；其中，所述目标车速表中包括根据实验确定的变速器档位和分动器档位与车速的对应关系。
  9. 根据权利要求7或8所述的装置，其特征在于，所述控制模块具体用于：
    根据所述内侧前轮的制动压力向内侧前轮施加压力，并根据内侧后轮的制动压力向内侧后轮施加压力；
    控制所述车辆沿转向盘的转向角度，车速保持在所述目标车辆的预设范围内进行蠕行调头。
  10. 根据权利要求9所述的装置，其特征在于，所述控制模块还用于：
    当所述车辆的当前车速小于所述目标车速，增加车辆扭矩使车速增加，所述车辆扭矩每次的增量按照抛物线的方式递减；
    当所述车辆的当前车速大于所述目标车速，则控制所述车辆车轮进行制动减速。
  11. 根据权利要求7至10任一所述的装置，其特征在于，所述蠕行调头条件包括转向盘角度大于或等于单向的极限角度的百分之八十；
    相应的，所述判断模块具体用于：
    判断所述转向盘角度是否大于或等于所述车辆的转向盘单向的极限角度的百分之八十；
    若所述转向盘角度大于或者等于所述车辆的转向盘单向的极限角度的百分之八十，则确定所述车辆当前满足所述蠕行调头条件；
    否则，则确定所述车辆当前不满足所述蠕行调头条件。
  12. 根据权利要求7至10任一所述的装置，其特征在于，所述蠕行调头 条件包括车辆处于驻车状态，且转向盘角度大于或等于单向的极限角度的百分之八十；
    相应的，所述判断模块具体用于：
    判断所述车辆当前的状态是否为驻车状态；
    若所述车辆当前的状态为驻车状态，则判断所述转向盘角度是否大于或等于所述车辆的转向盘单向的极限角度的百分之八十；
    若所述转向盘角度大于或者等于所述车辆的转向盘单向的极限角度的百分之八十，则确定所述车辆当前满足所述蠕行调头条件；
    若所述车辆当前的状态不是驻车状态，或者所述转向盘角度小于所述车辆的转向盘单向的极限角度的百分之八十，则确定所述车辆当前不满足所述蠕行调头条件。
  13. 一种车辆，其特征在于，包括：
    车辆主体，车身稳定控制ESC系统，处理器，与所述处理器通信连接的存储器，以及与其他设备交互的通信接口；
    所述存储器存储计算机执行指令；
    所述处理器执行所述存储器存储的计算机执行指令，以实现如权利要求1至6所述的车辆调头的控制方法。
  14. 一种计算机可读存储介质，其特征在于，所述计算机可读存储介质中存储有计算机执行指令，所述计算机执行指令被处理器执行时用于实现如权利要求1至6任一项所述的车辆调头的控制方法。
  15. 一种芯片，其特征在于，所述芯片包括存储器、处理器，所述存储器中存储代码和数据，所述存储器与所述处理器耦合，所述处理器运行所述存储器中的程序使得所述芯片用于执行上述权利要求1至6任一项所述的车辆调头的控制方法。
  16. 一种程序产品，其特征在于，包括：计算机程序，当所述程序产品在计算机上运行时，使得所述计算机执行上述权利要求1至6任一项所述的车辆调头的控制方法。
  17. 一种计算机程序，其特征在于，当所述计算机程序被处理器执行时，用于执行上述权利要求1至6任一项所述的车辆调头的控制方法。
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