Front and rear wheel control method, system, electronic device, storage medium and vehicle

Abstract

The present disclosure provides a control method, system, electronic device, storage medium and vehicle for front and rear wheels. The method comprises: obtaining vehicle information; wherein the vehicle information comprises an actual deflection angle of the front wheel; processing the actual deflection angle of the front wheel to obtain an expected deflection angle of the front wheel; judging the deflection direction of the rear wheel of the vehicle according to the vehicle information to obtain the deflection direction of the rear wheel; determining a first rear wheel deflection angle based on the vehicle's center of mass side slip angle using the expected deflection angle of the front wheel; determining a second rear wheel deflection angle based on the expected deflection angle of the front wheel and the vehicle's yaw rate; performing weighted calculation on the first rear wheel deflection angle and the second rear wheel deflection angle to obtain a rear wheel deflection angle; controlling the front wheel of the vehicle according to the expected deflection angle of the front wheel, and controlling the rear wheel of the vehicle according to the rear wheel deflection direction and the rear wheel deflection angle.

Description

Technical Field

[0001] The present disclosure relates to the field of vehicle control technology, and in particular to a control method, system, electronic device, storage medium and vehicle for front and rear wheels. Background Art

[0002] During vehicle driving, especially when driving on curves, factors such as excessive speed or changes in tire adhesion may cause the wheels to slip, making the vehicle prone to understeer or oversteer, causing the vehicle to lose control and lead to a safety accident.

[0003] In view of this, how to avoid vehicle understeer or oversteer problems and improve driving stability and safety has become an important research issue. Summary of the invention

[0004] In view of this, the purpose of the present disclosure is to provide a control method, system, electronic device, storage medium and vehicle for front and rear wheels to solve the problem of understeering or oversteering that occurs when a vehicle is driving in the prior art.

[0005] Based on the above objectives, the first aspect of the present disclosure provides a method for controlling front and rear wheels, comprising:

[0006] Acquiring vehicle information; wherein the vehicle information includes an actual deflection angle of the front wheels;

[0007] Processing the actual deflection angle of the front wheel to obtain a desired deflection angle of the front wheel;

[0008] Determining the rear wheel deflection direction of the vehicle according to the vehicle information to obtain the rear wheel deflection direction;

[0009] Determine a first rear wheel deflection angle based on a vehicle center of mass sideslip angle using the desired front wheel deflection angle;

[0010] Determining a second rear wheel yaw angle based on the desired front wheel yaw angle and the vehicle yaw rate;

[0011] Performing weighted calculation on the first rear wheel deflection angle and the second rear wheel deflection angle to obtain a rear wheel deflection angle;

[0012] The front wheels of the vehicle are controlled according to the desired deflection angle of the front wheels, and the rear wheels of the vehicle are controlled according to the rear wheel deflection direction and the rear wheel deflection angle.

[0013] Based on the same inventive concept, the second aspect of the present disclosure proposes a control system for front and rear wheels, comprising:

[0014] A vehicle information acquisition module is configured to acquire vehicle information; wherein the vehicle information includes an actual deflection angle of the front wheels;

[0015] A front wheel expected deflection angle acquisition module is configured to process the actual front wheel deflection angle to obtain the front wheel expected deflection angle;

[0016] A rear wheel deflection direction acquisition module is configured to determine the rear wheel deflection direction of the vehicle according to the vehicle information to obtain the rear wheel deflection direction;

[0017] A first rear wheel deflection angle acquisition module is configured to determine a first rear wheel deflection angle based on a vehicle center of mass sideslip angle using the front wheel expected deflection angle;

[0018] A second rear wheel deflection angle acquisition module is configured to determine a second rear wheel deflection angle based on the desired front wheel deflection angle and the vehicle yaw rate;

[0019] a rear wheel deflection angle acquisition module, configured to perform weighted calculation on the first rear wheel deflection angle and the second rear wheel deflection angle to obtain a rear wheel deflection angle;

[0020] The vehicle control module is configured to control the front wheels of the vehicle according to the desired deflection angle of the front wheels, and to control the rear wheels of the vehicle according to the rear wheel deflection direction and the rear wheel deflection angle.

[0021] Based on the same inventive concept, the third aspect of the present disclosure proposes an electronic device, including a memory, a processor, and a computer program stored in the memory and executable by the processor, wherein the processor implements the method as described above when executing the computer program.

[0022] Based on the same inventive concept, a fourth aspect of the present disclosure proposes a non-transitory computer-readable storage medium, wherein the non-transitory computer-readable storage medium stores computer instructions, and the computer instructions are used to enable a computer to execute the method as described above.

[0023] Based on the same inventive concept, the fifth aspect of the present disclosure proposes a vehicle, which includes the control system of the front and rear wheels described in the second aspect or the electronic device described in the third aspect or the storage medium described in the fourth aspect.

[0024] From the above, it can be seen that the control method, system, electronic device, storage medium and vehicle of the front and rear wheels provided by the present disclosure processes the actual deflection angle of the front wheel to obtain the expected deflection angle of the front wheel, and controls the front wheel of the vehicle according to the expected deflection angle of the front wheel; the first rear wheel deflection angle and the second rear wheel deflection angle are weighted and calculated to obtain the rear wheel deflection angle, which can improve the accuracy of the rear wheel deflection angle, achieve precise control of the rear wheel deflection angle, and control the rear wheel of the vehicle according to the rear wheel deflection direction and the rear wheel deflection angle, thereby improving the stability of the vehicle when turning. In the case of understeering or oversteering of the front wheel, through the above scheme, when the vehicle turns, the deflection angles of the front and rear wheels are controlled and adjusted together, so that the vehicle is more stable when turning than when only the rear wheels are controlled, thereby improving the safety of driving. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] In order to more clearly illustrate the technical solutions in the present disclosure or related technologies, the drawings required for use in the embodiments or related technical descriptions are briefly introduced below. Obviously, the drawings described below are only embodiments of the present disclosure. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0026] Figure 1 is a flow chart of a method for controlling front and rear wheels according to an embodiment of the present disclosure;

[0027] Figure 2 This is a flowchart of the first part of an embodiment of another application scenario of the present disclosure;

[0028] Figure 3 This is a flowchart of the second part of an embodiment of the present disclosure in another application scenario;

[0029] Figure 4 It is a schematic diagram of the structure of the control system of the front and rear wheels of the embodiment of the present disclosure;

[0030] Figure 5 It is a schematic diagram of the structure of an electronic device according to an embodiment of the present disclosure. DETAILED DESCRIPTION

[0031] In order to make the objectives, technical solutions and advantages of the present disclosure more clearly understood, the present disclosure is further described in detail below in combination with specific embodiments and with reference to the accompanying drawings.

[0032] It should be noted that, unless otherwise defined, the technical terms or scientific terms used in the embodiments of the present disclosure should be understood by people with ordinary skills in the field to which the present disclosure belongs. The "first", "second" and similar words used in the embodiments of the present disclosure do not indicate any order, quantity or importance, but are only used to distinguish different components. "Including" or "comprising" and similar words mean that the elements or objects appearing before the word cover the elements or objects listed after the word and their equivalents, without excluding other elements or objects. "Connect" or "connected" and similar words are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. "Up", "down", "left", "right" and the like are only used to indicate relative positional relationships. When the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0033] As mentioned above, during vehicle driving, especially when driving on a curve, there is a problem of wheel slippage, understeering or oversteering of the vehicle due to factors such as excessive vehicle speed or changes in tire adhesion.

[0034] Based on the above description, if Figure 1 As shown, the control method of the front and rear wheels proposed in this embodiment includes:

[0035] Step 101, obtaining vehicle information; wherein the vehicle information includes an actual deflection angle of the front wheels.

[0036] In specific implementation, the vehicle information includes: vehicle information and vehicle operation information. The vehicle information includes: vehicle mass or vehicle tire information; the vehicle operation information includes at least one of the following: vehicle steering information, vehicle operation information and vehicle gear information. There are many ways to obtain vehicle information, for example, corresponding vehicle operation information can be collected through corresponding sensors.

[0037] In the above scheme, vehicle information is obtained through multiple methods to improve the speed and accuracy of vehicle information acquisition, and the vehicle is controlled according to the obtained vehicle information, thereby improving the efficiency and accuracy of controlling the vehicle.

[0038] Step 102: Process the actual deflection angle of the front wheel to obtain the expected deflection angle of the front wheel.

[0039] In specific implementation, the vehicle information obtained includes the actual deflection angle of the front wheel, and the front wheel angle control coefficient is obtained. The desired deflection angle of the front wheel is obtained by processing the actual deflection angle of the front wheel and the front wheel angle control coefficient. The actual deflection angle of the front wheel is the deflection angle of the current front wheel of the vehicle obtained through the steering wheel; the front wheel angle control coefficient is a coefficient reflecting the relationship between the actual deflection angle of the front wheel and the desired deflection angle of the front wheel, which can be obtained by looking up a table and is related to the vehicle speed and the average slip rate of the front wheels of the vehicle or the average slip rate of the front wheels; the desired deflection angle of the front wheel is the deflection angle required by the front wheel when the front wheel is controlled in order to ensure the stability of the vehicle when the vehicle is turning.

[0040] In the above scheme, the desired deflection angle of the front wheel is calculated based on the actual deflection angle of the front wheel and the front wheel steering angle control coefficient. Then, the front wheels of the vehicle are controlled based on the calculated desired deflection angle of the front wheel, which is more accurate than directly controlling the front wheels of the vehicle through the steering wheel in the related art.

[0041] Step 103, judging the deflection direction of the rear wheels of the vehicle according to the vehicle information to obtain the deflection direction of the rear wheels.

[0042] In a specific implementation, the vehicle information includes vehicle gear information and acceleration information. The vehicle state is judged according to the gear information and the acceleration information to determine whether the vehicle is in a driving state or a braking state.

[0043] The vehicle acceleration information and gear information are obtained through internal vehicle sensors, and the vehicle state is determined based on the vehicle acceleration information and gear information, wherein the vehicle state refers to the state of the vehicle under different accelerations and different gears, including one of the following: forward drive state, forward braking state, reverse braking state or reverse drive state.

[0044] The vehicle acceleration is positive when it points to the front of the vehicle and negative when it points to the rear of the vehicle. In response to the gear information being the forward gear and the acceleration information being positive, the vehicle state is determined to be the forward driving state; in response to the gear information being the forward gear and the acceleration information being negative, the vehicle state is determined to be the forward braking state; in response to the gear information being the reverse gear and the acceleration information being positive, the vehicle state is determined to be the reverse braking state; in response to the gear information being the reverse gear and the acceleration information being negative, the vehicle state is determined to be the reverse driving state.

[0045] When the vehicle is in a driving state, the slip rate of the vehicle tire is calculated, wherein the slip rate of the vehicle tire includes: the slip rate of the front wheel and the slip rate of the rear wheel. The deflection direction of the rear wheel is determined according to the slip rate of the vehicle tire.

[0046] The calculation process of the slip rate of the vehicle tire is as follows: obtaining the wheel speed of the vehicle tire, the rolling radius of the vehicle tire and the longitudinal speed of the vehicle; performing calculations on the wheel speed of the vehicle tire, the rolling radius of the vehicle tire and the longitudinal speed of the vehicle to obtain the slip rate of the vehicle tire, S = (ω·Ru) / (ω·R). Among them, S is the slip rate of the vehicle tire, ω is the wheel speed of the vehicle tire, R is the rolling radius of the vehicle tire, and u is the longitudinal speed of the vehicle.

[0047] The process of determining the rear wheel deflection direction according to the slip rate of the vehicle tire is as follows: when the vehicle is in a driving state, at least one front wheel slip rate satisfies the first front wheel slip rate condition, and at least one rear wheel slip rate satisfies the first rear wheel slip rate condition, the vehicle is in an understeering state, and the rear wheel deflection direction of the vehicle is opposite to the front wheel. For example, when at least one front wheel slip rate is calculated to be less than or equal to -10% first, and then at least one rear wheel slip rate is calculated to be less than or equal to -10%, the rear wheel deflection direction of the vehicle is opposite to the front wheel. When at least one front wheel slip rate satisfies the second front wheel slip rate condition, and at least one rear wheel slip rate satisfies the second rear wheel slip rate condition, the vehicle is in an oversteering state, and the rear wheel deflection direction of the vehicle is deflected in the same direction as the front wheel. For example, when at least one rear wheel slip rate is calculated to be less than or equal to -10% first, and then at least one front wheel slip rate is calculated to be less than or equal to -10%, the rear wheel deflection direction of the vehicle is deflected in the same direction as the front wheel.

[0048] When the vehicle is in a braking state, the slip rate of the vehicle tire is calculated, wherein the slip rate of the vehicle tire includes: the slip rate of the front wheel and the slip rate of the rear wheel. The rear wheel deflection direction is determined according to the slip rate of the vehicle tire.

[0049] The calculation process of the slip rate of the vehicle tire is as follows: obtaining the wheel speed of the vehicle tire, the rolling radius of the vehicle tire and the longitudinal speed of the vehicle; performing calculations on the wheel speed of the vehicle tire, the rolling radius of the vehicle tire and the longitudinal speed of the vehicle to obtain the slip rate of the vehicle tire, K = (u-ω·R) / u. Among them, K is the slip rate of the vehicle tire, ω is the wheel speed of the vehicle tire, R is the rolling radius of the vehicle tire, and u is the longitudinal speed of the vehicle.

[0050] The process of determining the rear wheel deflection direction according to the slip rate of the vehicle tire is as follows: when the vehicle is in a braking state, at least one front wheel slip rate satisfies the first front wheel slip rate condition, and at least one rear wheel slip rate satisfies the first rear wheel slip rate condition, the vehicle is in an understeering state, and the rear wheel deflection direction of the vehicle is opposite to the front wheel. For example, when at least one front wheel slip rate is greater than or equal to 10%, and the rear wheel slip rate is equal to 10%, the rear wheel deflection direction of the vehicle is opposite to the front wheel. When at least one front wheel slip rate satisfies the second front wheel slip rate condition, and at least one rear wheel slip rate satisfies the second rear wheel slip rate condition, the vehicle is in an oversteering state, and the rear wheel deflection direction of the vehicle is the same direction as the front wheel. For example, when at least one rear wheel slip rate is greater than or equal to 10%, and the front wheel slip rate is equal to 10%, the rear wheel deflection direction of the vehicle is the same direction as the front wheel.

[0051] In the above scheme, the vehicle state is determined according to the vehicle gear position and acceleration information, so that the determined vehicle state is more accurate. According to the vehicle state, the deflection direction of the rear wheels of the vehicle is determined by the slip rate or slip rate of the vehicle tires, respectively. The determination of the deflection direction of the rear wheels of the vehicle is more in line with the actual needs of vehicle control.

[0052] Step 104: Determine a first rear wheel deflection angle based on the vehicle center of mass sideslip angle using the desired front wheel deflection angle.

[0053] In specific implementation, when the vehicle is turning, due to the influence of the centripetal force, the tire of the vehicle has an additional side force, thereby generating a tire side slip angle, which in turn affects the center of mass side slip angle of the whole vehicle. The smaller the center of mass side slip angle is, the smaller the tendency of the tire to slide is, and the better the handling stability is. The vehicle operation information includes the longitudinal speed of the vehicle, the lateral speed of the vehicle, the yaw angular velocity of the vehicle, the center of mass side slip angle of the vehicle, etc. According to the vehicle operation information, the vehicle center of mass side slip angle function is obtained based on the vehicle two-degree-of-freedom model algorithm. Among them, the vehicle center of mass side slip angle function contains at least the following parameter information: vehicle center of mass side slip angle, vehicle center of mass side slip angular velocity, vehicle lateral speed, and vehicle acceleration.

[0054] In the above scheme, the vehicle center of mass sideslip angle function is calculated, and the first rear wheel deflection angle is calculated according to the function to achieve vehicle control, weaken the tendency of tire sideslip, and improve driving smoothness.

[0055] Step 105: determining a second rear wheel steering angle based on the desired front wheel steering angle and the vehicle yaw rate.

[0056] In specific implementation, when the vehicle is turning, due to the influence of the centripetal force, the tire of the vehicle has an additional side force, thereby generating a tire side slip angle, which in turn affects the yaw rate of the whole vehicle. The smaller the yaw rate, the smaller the tendency of the tire to slide, and the better the handling stability. The vehicle operation information includes the longitudinal speed of the vehicle, the lateral speed, the yaw rate of the vehicle, the side slip angle of the center of mass of the vehicle, etc. According to the vehicle operation information, the vehicle yaw rate function is obtained based on the vehicle two-degree-of-freedom model algorithm. Among them, the vehicle yaw rate function at least includes the following parameter information: vehicle yaw rate change rate, vehicle acceleration, and rear wheel deflection angle.

[0057] In the above scheme, the vehicle yaw rate function is obtained by calculation, and the second rear wheel deflection angle is calculated according to the function to achieve control of the vehicle, weaken the tendency of tire side slip, and improve driving smoothness.

[0058] Step 106: Perform weighted calculation on the first rear wheel deflection angle and the second rear wheel deflection angle to obtain a rear wheel deflection angle.

[0059] In specific implementation, corresponding weights are obtained according to the importance of the first rear wheel deflection angle and the second rear wheel deflection angle to controlling the rear wheel deflection angle, and the rear wheel deflection angle is calculated according to the first rear wheel deflection angle, the second rear wheel deflection angle and the corresponding weights.

[0060] In the above scheme, the rear wheel deflection angle can be calculated according to the weights based on the importance of the first rear wheel deflection angle and the second rear wheel deflection angle, so that the obtained rear wheel deflection angle is more accurate.

[0061] Step 107: Control the front wheels of the vehicle according to the desired deflection angle of the front wheels, and control the rear wheels of the vehicle according to the rear wheel deflection direction and the rear wheel deflection angle.

[0062] During specific implementation, the desired deflection angle of the front wheel is sent to a controller to control the front wheel, and the rear wheel deflection direction and the rear wheel deflection angle are sent to a controller to control the rear wheel.

[0063] In the above scheme, the front wheels of the vehicle are controlled according to the desired deflection angle of the front wheels, and the rear wheels of the vehicle are controlled according to the deflection direction and the deflection angle of the rear wheels, so as to achieve coordinated control of the front and rear wheels of the vehicle.

[0064] In the above embodiment, the actual deflection angle of the front wheel is processed to obtain the expected deflection angle of the front wheel, and the front wheel of the vehicle is controlled according to the expected deflection angle of the front wheel; the first rear wheel deflection angle and the second rear wheel deflection angle are weighted to obtain the rear wheel deflection angle, which can improve the accuracy of the rear wheel deflection angle, achieve precise control of the rear wheel deflection angle, and control the rear wheel of the vehicle according to the rear wheel deflection direction and the rear wheel deflection angle, thereby improving the stability of the vehicle when turning. In the case of understeering or oversteering of the front wheel, through the above solution, when the vehicle turns, the deflection angles of the front and rear wheels are controlled and adjusted together, so that the vehicle is more stable when turning than when only the rear wheels are controlled, thereby improving driving safety.

[0065] In some embodiments, the vehicle information includes: vehicle speed, average front wheel slip rate, and average front wheel slip rate;

[0066] Step 102 includes:

[0067] Step 1021, obtain the front wheel angle control coefficient by querying the relationship table of vehicle speed, average front wheel slip rate and front wheel angle control coefficient; or obtain the front wheel angle control coefficient by querying the relationship table of vehicle speed, average front wheel slip rate and front wheel angle control coefficient.

[0068] Step 1022, performing calculation processing based on the front wheel steering angle control coefficient and the actual front wheel deflection angle to obtain the expected front wheel deflection angle:

[0069] δ1=d*δ

[0070] Among them, δ1 is the expected deflection angle of the front wheel, d is the front wheel steering angle control coefficient, and δ is the actual deflection angle of the front wheel.

[0071] In specific implementation, when the vehicle is in a driving state, the vehicle information obtained includes the average slip rate of the front wheels. By querying the relationship table of vehicle speed, average slip rate of the front wheels and front wheel steering angle control coefficient, the front wheel steering angle control coefficient can be determined according to the vehicle speed and the average slip rate of the front wheels. For example, when the vehicle speed is zero and the average slip rate of the front wheels is -0.2%, the front wheel steering angle control coefficient is 0.8.

[0072] When the vehicle is in a braking state, the vehicle information obtained includes the average slip rate of the front wheels. By querying the relationship table of vehicle speed, average slip rate of the front wheels and front wheel steering angle control coefficient, the front wheel steering angle control coefficient can be determined according to the vehicle speed and the average slip rate of the front wheels. For example, when the vehicle speed is zero and the average slip rate of the front wheels is 0.2%, the front wheel steering angle control coefficient is 0.8.

[0073] According to the front wheel steering angle control coefficient and the actual front wheel deflection angle, the expected front wheel deflection angle is obtained:

[0074] δ1=d*δ

[0075] Among them, δ1 is the expected deflection angle of the front wheel, d is the front wheel steering angle control coefficient, and δ is the actual deflection angle of the front wheel.

[0076] The actual front wheel deflection angle is the current front wheel deflection angle of the vehicle obtained through the steering wheel; the front wheel angle control coefficient is a coefficient that reflects the relationship between the actual front wheel deflection angle and the expected front wheel deflection angle, which can be obtained by looking up a table and is related to the vehicle speed and the average slip rate of the vehicle's front wheels or the average slip rate of the front wheels; the expected front wheel deflection angle is the deflection angle required by the front wheel when controlling the front wheel in order to ensure the stability of the vehicle when turning.

[0077] In the above scheme, the desired deflection angle of the front wheel is calculated based on the actual deflection angle of the front wheel and the front wheel steering angle control coefficient. Then, the front wheels of the vehicle are controlled based on the calculated desired deflection angle of the front wheel, which is more accurate than directly controlling the front wheels of the vehicle through the steering wheel in the related art.

[0078] In some embodiments, step 104 includes:

[0079] Step 104A, processing the desired front wheel steering angle based on the rear wheel steering angle relationship function determined by the vehicle's center of mass sideslip angle to obtain a first rear wheel steering angle; wherein the rear wheel steering angle relationship function is obtained based on a vehicle two-degree-of-freedom model algorithm.

[0080] In specific implementation, a rear wheel turning angle relationship function is obtained according to a vehicle two-degree-of-freedom model algorithm, and the desired front wheel deflection angle is substituted into the rear wheel turning angle relationship function to obtain a first rear wheel deflection angle.

[0081] In some embodiments, before step 104, the method further includes:

[0082] Step 1041, obtaining a vehicle center of mass sideslip angle function based on a vehicle two-degree-of-freedom model algorithm, wherein the vehicle center of mass sideslip angle function includes a plurality of parameter information, wherein the vehicle center of mass sideslip angle is one of the plurality of parameter information.

[0083] Step 1042, determining whether the plurality of parameter information meets a preset condition, and obtaining a rear wheel turning angle relationship function according to the vehicle center of mass sideslip angle function and the front wheel expected deflection angle.

[0084] In specific implementation, when the vehicle is turning, due to the influence of the centripetal force, the tire of the vehicle has an additional side force, thereby generating a tire side slip angle, which in turn affects the center of mass side slip angle of the whole vehicle. The smaller the center of mass side slip angle is, the smaller the tendency of the tire to slide is, and the better the handling stability is. The vehicle center of mass side slip angle function is obtained based on the vehicle two-degree-of-freedom model algorithm. Among them, the vehicle center of mass side slip angle is one of the multiple parameter information. According to the vehicle center of mass side slip angle function obtained above, when the parameter information meets the preset conditions, the rear wheel turning angle relationship function is obtained.

[0085] In the above scheme, the vehicle center of mass slip angle function is calculated, and the rear wheel deflection angle is calculated according to the function to achieve vehicle control, weaken the tendency of tire side slip, and improve driving comfort. The rear wheel turning angle relationship function is calculated by the vehicle center of mass slip angle function, and in the subsequent steps, the rear wheel deflection angle is calculated based on the rear wheel turning angle relationship formula function, and the rear wheel deflection angle is more accurate.

[0086] In some embodiments, step 1041 includes:

[0087] Step 1041A, based on the vehicle two-degree-of-freedom model algorithm, obtain the vehicle center of mass sideslip angle function:

[0088]

[0089] Among them, m is the vehicle mass, a is the distance from the center of mass to the front axle, b is the distance from the center of mass to the rear axle, k1 is the cornering stiffness of the front axle, k2 is the cornering stiffness of the rear axle, u is the longitudinal vehicle speed, is the vehicle acceleration, β is the vehicle center of mass sideslip angle, ω r is the vehicle yaw angular velocity, is the vehicle yaw rate change rate, δ1 is the front wheel deflection angle, δ2 is the rear wheel deflection angle, I Z is the rotational inertia of the vehicle.

[0090] In specific implementation, the vehicle operation information includes the vehicle longitudinal speed, lateral speed, vehicle yaw angular velocity, vehicle center of mass sideslip angle, etc. According to the vehicle operation information, the vehicle center of mass sideslip angle function is obtained based on the vehicle two-degree-of-freedom model algorithm.

[0091] In the above scheme, the vehicle center of mass sideslip angle function is calculated, and the rear wheel deflection angle is calculated according to the function to achieve vehicle control, weaken the tendency of tire sideslip, and improve driving smoothness.

[0092] In some embodiments, step 1042 includes:

[0093] Step 1042A, the plurality of parameter information satisfying the preset conditions include: the center of mass sideslip angle is zero, the vehicle acceleration is zero, and the rear wheel turning angle relationship function is determined according to the vehicle center of mass sideslip angle function:

[0094]

[0095] Among them, δ2| β＝0 is the first rear wheel deflection angle.

[0096] In specific implementation, the center of mass side slip angle β is zero and the vehicle acceleration Substitute zero into the vehicle center of mass sideslip angle function, and after calculation processing, obtain the vehicle turning angle relationship function. The relationship between the vehicle rear wheel deflection angle and the front wheel deflection angle can be determined from the vehicle turning angle relationship function to obtain the vehicle's first rear wheel deflection angle.

[0097] In the above scheme, when the center of mass sideslip angle β is zero, the center of mass sideslip angle can be controlled within a stable working range, so that the first rear wheel of the vehicle is deflected at an angle to ensure the smoothness of the vehicle's driving.

[0098] In some embodiments, step 1042 includes:

[0099] Step 1042B, the plurality of parameter information satisfying preset conditions include: the center of mass sideslip angle is zero, the vehicle yaw rate change rate is zero, and the vehicle acceleration is zero, and the rear wheel turning angle relationship function is determined according to the vehicle center of mass sideslip angle function:

[0100]

[0101] Among them, δ2| β＝0 is the first rear wheel deflection angle, K' is the deflection angle coefficient,

[0102]

[0103] In specific implementation, the sideslip angle β of the center of mass is zero and the vehicle yaw rate change rate is Zero, vehicle acceleration Substitute zero into the vehicle center of mass sideslip angle function, and after calculation processing, obtain the vehicle turning angle relationship function. The relationship between the vehicle rear wheel deflection angle and the front wheel deflection angle can be determined from the vehicle turning angle relationship function to obtain the vehicle's first rear wheel deflection angle.

[0104] In the above scheme, when the center of mass slip angle β is zero, the center of mass slip angle can be controlled within a stable working range, so that the first rear wheel of the vehicle deflects to ensure the smoothness of the vehicle's driving. On the basis of the center of mass slip angle β being zero, the vehicle's yaw rate change rate It is also zero, which can further improve the stability of the vehicle when turning.

[0105] In some embodiments, step 105 includes:

[0106] Step 1051, the magnitude of the center of mass sideslip angle is the ratio of the lateral velocity to the longitudinal velocity, and the vehicle yaw rate change rate is zero, the vehicle acceleration is zero, and the rear wheel deflection angle is zero. Based on the vehicle center of mass sideslip angle function, determine the vehicle yaw rate function:

[0107]

[0108] Where v is the vehicle speed.

[0109] Step 1052: Process the vehicle yaw rate function to obtain an ideal yaw rate:

[0110]

[0111] Where K is the stability factor, is the ideal yaw rate, L is the front and rear wheelbase of the vehicle, L = a + b.

[0112] Step 1053: Process the rear wheel deflection angle of the vehicle according to the ideal yaw angular velocity to obtain a second rear wheel deflection angle.

[0113] In specific implementation, the vehicle yaw rate change rate Zero, vehicle acceleration =0, the rear wheel deflection angle δ2 is zero, and the vehicle center of mass side slip angle function is substituted to obtain the vehicle yaw rate function. The yaw rate function is processed to obtain the ideal yaw rate of the vehicle, and the second rear wheel deflection angle is calculated according to the yaw rate of the vehicle.

[0114] In the above scheme, the calculated ideal yaw rate is the yaw rate working range for maintaining vehicle stability. The rear wheel deflection direction of the vehicle calculated based on the ideal yaw rate is the rear wheel deflection direction of the vehicle when the yaw rate is in the stable working range, which can improve the stability of the vehicle when turning.

[0115] In some embodiments, step 1053 includes:

[0116] Step 1053A, processing the vehicle yaw rate and the desired yaw rate to obtain a second rear wheel deflection angle:

[0117]

[0118] Wherein, δ2|ω is the second rear wheel deflection angle, Kω is the preset yaw rate control coefficient, is the desired yaw angular velocity.

[0119] In specific implementation, r is the vehicle yaw angular velocity, is the desired yaw rate, and the second rear wheel steering angle is calculated according to the vehicle yaw rate and the desired yaw rate.

[0120] In the above scheme, the vehicle yaw rate function is obtained by calculation, and the rear wheel deflection angle is calculated according to the function to achieve vehicle control, weaken the tendency of tire side slip, and improve driving smoothness.

[0121] In some embodiments, step 106 includes:

[0122] Step 1061: weight the first rear wheel deflection angle and the second rear wheel deflection angle to obtain a rear wheel deflection angle:

[0123]

[0124] Among them, δ2 is the rear wheel deflection angle, δ2| β＝0 is the first rear wheel deflection angle, δ2|ω is the second rear wheel deflection angle, ξ1 is the weight of the first rear wheel deflection angle, and ξ2 is the weight of the second rear wheel deflection angle.

[0125] In a specific implementation, corresponding weights are taken for the first rear wheel deflection angle and the second rear wheel deflection angle, and weighted operations are performed according to the corresponding weights to obtain the rear wheel deflection angle. The weights can reflect the influence of the first rear wheel deflection angle and the second rear wheel deflection angle on the calculation of the rear wheel deflection angle. Among them, the sum of the weight of the first rear wheel deflection angle and the weight of the second rear wheel deflection angle is 1.

[0126] In the above scheme, the first rear wheel deflection angle and the second rear wheel deflection angle are weightedly calculated to obtain the rear wheel deflection angle, so that the vehicle's center of gravity sideslip angle and yaw angular velocity are controlled within a stable working range, and the obtained rear wheel deflection angle is more accurate.

[0127] In the above embodiment, the actual deflection angle of the front wheel is processed to obtain the expected deflection angle of the front wheel, and the front wheel of the vehicle is controlled according to the expected deflection angle of the front wheel; the first rear wheel deflection angle and the second rear wheel deflection angle are weighted to obtain the rear wheel deflection angle, which can improve the accuracy of the rear wheel deflection angle, achieve precise control of the rear wheel deflection angle, and control the rear wheel of the vehicle according to the rear wheel deflection direction and the rear wheel deflection angle, thereby improving the stability of the vehicle when turning. In the case of understeering or oversteering of the front wheel, through the above solution, when the vehicle turns, the deflection angles of the front and rear wheels are controlled and adjusted together, so that the vehicle is more stable when turning than when only the rear wheels are controlled, thereby improving driving safety.

[0128] During vehicle driving, preferably when the vehicle is driving on a curve, the state of the front wheels includes an out-of-control state or a non-out-of-control state.

[0129] In response to the tire force not breaking through the friction circle, it is determined that the front wheels of the vehicle are in a non-out-of-control state, and the steps of the above embodiment are executed to adjust the vehicle deflection by adjusting both the front wheels and the rear wheels of the vehicle.

[0130] The force information of the vehicle tires is obtained, and in response to the tire force breaking through the friction circle, it is determined that the front wheels of the vehicle are in an out-of-control state, and the process of steps 103 to 106 described in the above embodiment is executed, and the deflection of the vehicle is adjusted by adjusting the deflection direction and the deflection angle of the rear wheels of the vehicle.

[0131] It should be noted that the embodiments of the present disclosure may be further described in the following manner:

[0132] Based on the same inventive concept, in response to the vehicle being in a driving state, another embodiment of the present disclosure in an application scenario is as follows: Figure 2 As shown, including:

[0133] Step 201, obtaining vehicle information.

[0134] In specific implementation, the vehicle information is monitored and acquired through the ECU (Electronic Control Unit), and the vehicle information includes basic vehicle information, vehicle operation information, vehicle front wheel steering angle information, etc., wherein the basic vehicle information includes vehicle mass, vehicle tire information, etc., and the vehicle operation information includes vehicle steering angle information, vehicle operating speed, vehicle gear information, etc., and the vehicle front wheel steering angle information is acquired through the steering wheel. Through the above scheme, based on the acquired vehicle information, the subsequent steps determine the direction of rear wheel deflection, thereby improving the accuracy of the determination.

[0135] Step 202, determining the vehicle gear information.

[0136] In specific implementation, the vehicle gear information is obtained through the vehicle's internal sensors, wherein the gear information includes the forward gear (D gear) and the reverse gear (R gear), which serves as a basis for subsequent determination of the vehicle's rear wheel deflection direction.

[0137] Step 203: determine the vehicle running state according to the vehicle longitudinal acceleration information.

[0138] In a specific implementation, the vehicle includes a speed sensor inside, and the longitudinal speed of the vehicle is collected by the vehicle speed sensor. The longitudinal acceleration of the vehicle is calculated according to the acquired longitudinal speed of the vehicle, and the running state of the vehicle is judged according to the longitudinal acceleration information of the vehicle, and the running state of the vehicle includes a driving state and a braking state. Through the above scheme, the running state of the vehicle is judged according to the longitudinal acceleration information of the vehicle. In the subsequent steps, in response to the running state of the vehicle being the driving state, the slip rate of the vehicle wheel is calculated; in response to the running state of the vehicle being the braking state, the slip rate of the vehicle wheel is calculated, so as to judge the deflection direction of the rear wheel of the vehicle in the subsequent steps.

[0139] Step 204, calculating the slip rate of the vehicle wheel.

[0140] In specific implementation, the vehicle information is obtained through sensors, and the vehicle information includes wheel speed, tire rolling radius, longitudinal vehicle speed, gear information, vehicle acceleration information, etc. The vehicle includes a wheel speed sensor and a vehicle speed sensor, the wheel speed is collected by the wheel speed sensor, the longitudinal vehicle speed is collected by the vehicle speed sensor, the tire rolling radius map is obtained according to the drum test, and the tire rolling radius is determined according to the vehicle tire pressure and speed information. The slip rate or slip rate of the vehicle wheel is calculated based on the above vehicle information, and the rear wheel deflection direction is determined based on the calculated slip rate. The slip rate of the vehicle wheel is calculated by the following formula:

[0141] S=(ω·Ru) / (ω·R)

[0142] Among them, S is the slip rate of the vehicle tire, ω is the wheel speed of the vehicle tire, R is the rolling radius of the vehicle tire, and u is the longitudinal speed of the vehicle.

[0143] Step 205: determining the rear wheel deflection direction according to the slip rate of the vehicle wheel.

[0144] In a specific implementation, the vehicle state is judged according to the calculated slip rate of the vehicle wheel, and the vehicle state refers to the running state of the vehicle in the current state, including understeering state and oversteering state. According to the above scheme, the rear wheel deflection direction is judged by the calculated slip rate, and the rear wheel deflection angle obtained in the following steps is used together to realize the control of the rear wheel of the vehicle, so that the judgment result is more accurate and the driving safety is improved.

[0145] In some embodiments, step 205 specifically includes:

[0146] Step 2051, in response to first calculating that the slip rate of at least one front wheel of the vehicle is less than or equal to -10%, and then calculating that the slip rate of at least one rear wheel of the vehicle is less than or equal to -10%, it is determined that the vehicle is in an understeering state and the rear wheel deflection direction is opposite to the front wheel deflection direction.

[0147] In specific implementation, by judging whether the slip rate of the vehicle wheels is satisfied, firstly calculating that the slip rate of at least one front wheel of the vehicle is less than or equal to -10%, and then calculating that the slip rate of at least one rear wheel of the vehicle is less than or equal to -10%, it is determined that the vehicle is in an understeering state, and the deflection direction of the rear wheels is determined to be opposite to the deflection direction of the front wheels, so as to calculate the rear wheel deflection angle in the subsequent steps, and control the rear wheels to adjust according to the deflection direction opposite to the front wheels and the rear wheel deflection angle, so as to avoid the front of the vehicle from slipping in the tangent direction of the arc line, thereby reducing safety hazards.

[0148] Step 2052, in response to first calculating that the slip rate of at least one rear wheel of the vehicle is less than or equal to -10%, and then calculating that the slip rate of at least one front wheel of the vehicle is less than or equal to -10%, it is determined that the vehicle is in an oversteering state, and the rear wheel deflection direction is the same as the front wheel deflection direction.

[0149] In specific implementation, by judging whether the slip rate of the vehicle wheels is satisfied, firstly calculating that the slip rate of at least one rear wheel of the vehicle is less than or equal to -10%, and then calculating that the slip rate of at least one front wheel of the vehicle is less than or equal to -10%, it is determined that the vehicle is in an oversteering state, and the rear wheel deflection direction is determined to be deflected in the same direction as the front wheel, so as to calculate the rear wheel deflection angle in the subsequent steps, and control the rear wheel to adjust according to the deflection direction deflected in the same direction as the front wheel and the rear wheel deflection angle, so as to avoid the vehicle rear end sliding out in the tangent direction of the arc line, thereby reducing safety hazards.

[0150] Step 2053, determining the rear wheel deflection direction according to the slip rate of the vehicle wheel.

[0151] In a specific implementation, the deflection direction of the rear wheel of the vehicle is determined by the calculated slip rate of the vehicle wheel, wherein the deflection direction includes deflection in the opposite direction to the front wheel and deflection in the same direction as the front wheel. In response to judging that the vehicle is in an understeering state according to the slip rate of the vehicle wheel, the deflection direction of the rear wheel is determined to be deflection in the opposite direction to the front wheel; in response to judging that the vehicle is in an oversteering state according to the slip rate of the vehicle wheel, the deflection direction of the rear wheel is determined to be deflection in the same direction as the front wheel, and the judgment result is more accurate.

[0152] Step 206, obtaining the actual deflection angle of the front wheel.

[0153] During specific implementation, the actual deflection angle of the front wheels of the vehicle is obtained through the vehicle steering wheel.

[0154] Step 207, calculating the expected deflection angle of the front wheels based on the actual deflection angle of the front wheels.

[0155] In specific implementation, the front wheel steering angle control coefficient and the actual front wheel deflection angle are calculated and processed to obtain the expected front wheel deflection angle:

[0156] δ1=d*δ

[0157] Among them, δ1 is the expected deflection angle of the front wheel, d is the front wheel steering angle control coefficient, and δ is the actual deflection angle of the front wheel.

[0158] The front wheel steering angle control coefficient is obtained by querying the relationship table between vehicle speed, front wheel average slip rate and front wheel steering angle control coefficient.

[0159] When the vehicle is in driving state, the vehicle information obtained includes the average slip rate of the front wheels. By querying the relationship table of vehicle speed, average slip rate of the front wheels and front wheel steering angle control coefficient, the front wheel steering angle control coefficient can be determined according to the vehicle speed and the average slip rate of the front wheels. For example, when the vehicle speed is zero and the average slip rate of the front wheels is -0.2%, the front wheel steering angle control coefficient is 0.8.

[0160] When the vehicle is in a braking state, the vehicle information obtained includes the average slip rate of the front wheels. By querying the relationship table of vehicle speed, average slip rate of the front wheels and front wheel steering angle control coefficient, the front wheel steering angle control coefficient can be determined according to the vehicle speed and the average slip rate of the front wheels. For example, when the vehicle speed is zero and the average slip rate of the front wheels is 0.2%, the front wheel steering angle control coefficient is 0.8.

[0161] In some embodiments, step 207 specifically includes:

[0162] Step 2071, obtaining a first rear wheel deflection angle based on the ideal center of mass sideslip angle.

[0163] In specific implementation, the vehicle center of mass side slip angle function is calculated based on the vehicle two-degree-of-freedom model algorithm, and the rear wheel deflection angle is calculated based on the vehicle front wheel deflection angle and the vehicle center of mass side slip angle function to obtain the first rear wheel deflection angle. Through the above scheme, the vehicle center of mass side slip angle function is calculated based on the vehicle two-degree-of-freedom model algorithm, and the first vehicle rear wheel deflection angle is calculated based on the obtained front wheel deflection angle and the calculated vehicle center of mass side slip angle function. The calculation result is more accurate, and the rear wheel of the vehicle is controlled together with the rear wheel deflection direction obtained in the above steps, thereby improving driving safety.

[0164] Step 2072, obtaining a second rear wheel steering angle based on the ideal yaw angular velocity.

[0165] In a specific implementation, the vehicle yaw rate function is calculated based on the vehicle two-degree-of-freedom model algorithm. The rear wheel deflection angle is calculated based on the vehicle front wheel deflection angle and the vehicle yaw rate function to obtain a second rear wheel deflection angle. Through the above scheme, the vehicle yaw rate function is calculated based on the vehicle two-degree-of-freedom model algorithm, and the second rear wheel deflection angle is calculated based on the obtained front wheel deflection angle and the calculated vehicle yaw rate function, and the calculation result is more accurate.

[0166] Step 2073, controlling the front wheels of the vehicle according to the desired deflection angle of the front wheels.

[0167] During specific implementation, the desired deflection angle of the front wheel is sent to a controller, and the controller controls the front wheels of the vehicle based on the control information, thereby improving driving smoothness and reducing safety risks during driving.

[0168] Step 208: Perform weighted calculation on the first rear wheel deflection angle and the second rear wheel deflection angle to obtain a rear wheel deflection angle.

[0169] In specific implementation, when the vehicle is driving, preferably when the vehicle is turning, due to the influence of the centripetal force, the tire of the vehicle has an additional side slip force, thereby generating a tire side slip angle, which in turn affects the yaw rate and the center of mass side slip angle of the whole vehicle. The first rear wheel deflection angle and the second rear wheel deflection angle are obtained by the vehicle center of mass side slip angle function and the vehicle yaw rate function, and the first rear wheel deflection angle and the second rear wheel deflection angle are weighted to obtain the rear wheel deflection angle. Through the above scheme, the rear wheel deflection angle calculation process takes into account two important parameters, the vehicle center of mass side slip angle and the vehicle yaw rate, and controls the vehicle center of mass side slip angle and the vehicle yaw rate within a stable working range, and together with the rear wheel deflection direction obtained in the above steps, realizes the control of the rear wheel of the vehicle, thereby improving the driving stability and reducing the safety risk.

[0170] Step 209: Control the rear wheels of the vehicle according to the rear wheel deflection direction and the rear wheel deflection angle.

[0171] During specific implementation, the rear wheel deflection direction and the rear wheel deflection angle are sent to a controller, and the controller controls the rear wheels of the vehicle based on the control information, wherein the control information includes the rear wheel deflection direction and the rear wheel deflection angle, thereby improving driving smoothness and reducing safety risks during driving.

[0172] Based on the same inventive concept, in response to the vehicle being in a braking state, another embodiment of the present disclosure in an application scenario is as follows: Figure 3 As shown, including:

[0173] Step 301, obtaining vehicle information.

[0174] In specific implementation, the vehicle information is monitored and acquired through the ECU (Electronic Control Unit), and the vehicle information includes basic vehicle information, vehicle operation information, vehicle front wheel steering angle information, etc., wherein the basic vehicle information includes vehicle mass, vehicle tire information, etc., and the vehicle operation information includes vehicle steering angle information, vehicle operating speed, vehicle gear information, etc., and the vehicle front wheel steering angle information is acquired through the steering wheel. Through the above scheme, based on the acquired vehicle information, the subsequent steps determine the direction of rear wheel deflection, thereby improving the accuracy of the determination.

[0175] Step 302, determining the vehicle gear information.

[0176] In specific implementation, the vehicle gear information is obtained through the vehicle's internal sensors, wherein the gear information includes the forward gear (D gear) and the reverse gear (R gear), which serves as a basis for subsequent determination of the vehicle's rear wheel deflection direction.

[0177] Step 303: determine the vehicle running state according to the vehicle longitudinal acceleration information.

[0178] In a specific implementation, the vehicle includes a speed sensor inside, and the longitudinal speed of the vehicle is collected by the vehicle speed sensor. The longitudinal acceleration of the vehicle is calculated according to the acquired longitudinal speed of the vehicle, and the running state of the vehicle is judged according to the longitudinal acceleration information of the vehicle, and the running state of the vehicle includes a driving state and a braking state. Through the above scheme, the running state of the vehicle is judged according to the longitudinal acceleration information of the vehicle. In the subsequent steps, in response to the running state of the vehicle being the driving state, the slip rate of the vehicle wheel is calculated; in response to the running state of the vehicle being the braking state, the slip rate of the vehicle wheel is calculated, so as to judge the deflection direction of the rear wheel of the vehicle in the subsequent steps.

[0179] Step 304: Calculate the slip rate of the vehicle wheel.

[0180] In specific implementation, the vehicle information is obtained through sensors, and the vehicle information includes wheel speed, tire rolling radius, longitudinal vehicle speed, gear information, vehicle acceleration information, etc. The vehicle includes a wheel speed sensor and a vehicle speed sensor, the wheel speed is collected by the wheel speed sensor, the longitudinal vehicle speed is collected by the vehicle speed sensor, the tire rolling radius map is obtained according to the drum test, and the tire rolling radius is determined according to the vehicle tire pressure and speed information. The slip rate or slip rate of the vehicle wheel is calculated based on the above vehicle information, and the deflection direction of the rear wheel is determined based on the calculated slip rate. The slip rate of the vehicle wheel is calculated by the following formula:

[0181] K=(u-ω·R) / u

[0182] Among them, K is the slip rate of the vehicle tire, ω is the wheel speed of the vehicle tire, R is the rolling radius of the vehicle tire, and u is the longitudinal speed of the vehicle.

[0183] Step 305: determine the rear wheel deflection direction according to the slip rate of the vehicle wheel.

[0184] In a specific implementation, the vehicle state is judged according to the calculated slip rate of the vehicle wheel, and the vehicle state refers to the running state of the vehicle in the current state, including understeering state and oversteering state. According to the above scheme, the rear wheel deflection direction is judged by the calculated slip rate, and the rear wheel deflection angle obtained in the following steps is used together to realize the control of the rear wheel of the vehicle, so that the judgment result is more accurate and the driving safety is improved.

[0185] In some embodiments, step 305 specifically includes:

[0186] Step 3051, in response to calculating that at least one front wheel slip rate of the vehicle is greater than or equal to 10%, and the rear wheel slip rate of the vehicle is equal to 10%, it is determined that the vehicle is in an understeering state, and the rear wheel deflection direction is opposite to the front wheel deflection direction.

[0187] In specific implementation, by judging that the slip rate of the vehicle wheels satisfies that at least one of the front wheel slip rate of the vehicle is greater than or equal to 10%, and the slip rate of the rear wheel of the vehicle is equal to 10%, it is determined that the vehicle is in an understeering state, and the rear wheel deflection direction is determined to be opposite to the front wheel, so that the rear wheel deflection angle can be calculated in the subsequent steps, and the rear wheel is controlled to adjust according to the deflection direction opposite to the front wheel and the rear wheel deflection angle, so as to avoid the front of the vehicle slipping in the tangent direction of the arc line and reduce safety hazards.

[0188] Step 3052, in response to calculating that at least one rear wheel slip rate of the vehicle is greater than or equal to 10%, and the front wheel slip rate of the vehicle is equal to 10%, it is determined that the vehicle is in an oversteering state, and the rear wheel deflection direction is the same as the front wheel deflection direction.

[0189] In specific implementation, by judging that the slip rate of the vehicle wheels satisfies that at least one of the rear wheel slip rate of the vehicle is greater than or equal to 10%, and the slip rate of the front wheel of the vehicle is equal to 10%, it is determined that the vehicle is in an oversteering state, and the rear wheel deflection direction is determined to be the same as the front wheel deflection direction, so that the rear wheel deflection angle can be calculated in the subsequent steps, and the rear wheel is controlled to adjust according to the deflection direction and the rear wheel deflection angle of the same direction as the front wheel, so as to avoid the rear end of the vehicle slipping in the tangent direction of the arc line, thereby reducing safety hazards.

[0190] Step 3053, determining the rear wheel deflection direction according to the slip rate of the vehicle wheel.

[0191] In a specific implementation, the deflection direction of the rear wheel of the vehicle is determined by the calculated slip rate of the vehicle wheel, wherein the deflection direction includes deflection in the opposite direction to the front wheel and deflection in the same direction as the front wheel. In response to judging that the vehicle is in an understeering state according to the slip rate of the vehicle wheel, the deflection direction of the rear wheel is determined to be deflection in the opposite direction to the front wheel; in response to judging that the vehicle is in an oversteering state according to the slip rate of the vehicle wheel, the deflection direction of the rear wheel is determined to be deflection in the same direction as the front wheel, and the judgment result is more accurate.

[0192] Step 306, obtaining the actual deflection angle of the front wheel.

[0193] During specific implementation, the actual deflection angle of the front wheels of the vehicle is obtained through the vehicle steering wheel.

[0194] Step 307, calculating the expected deflection angle of the front wheels based on the actual deflection angle of the front wheels.

[0195] In specific implementation, the front wheel steering angle control coefficient and the actual front wheel deflection angle are calculated and processed to obtain the expected front wheel deflection angle:

[0196] δ1=d*δ

[0197] Among them, δ1 is the expected deflection angle of the front wheel, d is the front wheel steering angle control coefficient, and δ is the actual deflection angle of the front wheel.

[0198] The front wheel steering angle control coefficient is obtained by querying the relationship table between vehicle speed, front wheel average slip rate and front wheel steering angle control coefficient.

[0199] When the vehicle is in driving state, the vehicle information obtained includes the average slip rate of the front wheels. By querying the relationship table of vehicle speed, average slip rate of the front wheels and front wheel steering angle control coefficient, the front wheel steering angle control coefficient can be determined according to the vehicle speed and the average slip rate of the front wheels. For example, when the vehicle speed is zero and the average slip rate of the front wheels is -0.2%, the front wheel steering angle control coefficient is 0.8.

[0200] When the vehicle is in a braking state, the vehicle information obtained includes the average slip rate of the front wheels. By querying the relationship table of vehicle speed, average slip rate of the front wheels and front wheel steering angle control coefficient, the front wheel steering angle control coefficient can be determined according to the vehicle speed and the average slip rate of the front wheels. For example, when the vehicle speed is zero and the average slip rate of the front wheels is 0.2%, the front wheel steering angle control coefficient is 0.8.

[0201] In some embodiments, step 307 specifically includes:

[0202] Step 3071, obtaining a first rear wheel deflection angle based on the ideal center of mass sideslip angle.

[0203] In specific implementation, the vehicle center of mass side slip angle function is calculated based on the vehicle two-degree-of-freedom model algorithm, and the rear wheel deflection angle is calculated based on the vehicle front wheel deflection angle and the vehicle center of mass side slip angle function to obtain the first rear wheel deflection angle. Through the above scheme, the vehicle center of mass side slip angle function is calculated based on the vehicle two-degree-of-freedom model algorithm, and the first vehicle rear wheel deflection angle is calculated based on the obtained front wheel deflection angle and the calculated vehicle center of mass side slip angle function. The calculation result is more accurate, and the rear wheel of the vehicle is controlled together with the rear wheel deflection direction obtained in the above steps, thereby improving driving safety.

[0204] Step 3072, obtaining a second rear wheel steering angle based on the ideal yaw angular velocity.

[0205] In a specific implementation, the vehicle yaw rate function is calculated based on the vehicle two-degree-of-freedom model algorithm. The rear wheel deflection angle is calculated based on the vehicle front wheel deflection angle and the vehicle yaw rate function to obtain a second rear wheel deflection angle. Through the above scheme, the vehicle yaw rate function is calculated based on the vehicle two-degree-of-freedom model algorithm, and the second rear wheel deflection angle is calculated based on the obtained front wheel deflection angle and the calculated vehicle yaw rate function, and the calculation result is more accurate.

[0206] Step 3073, controlling the front wheels of the vehicle according to the desired deflection angle of the front wheels.

[0207] During specific implementation, the desired deflection angle of the front wheel is sent to a controller, and the controller controls the front wheels of the vehicle based on the control information, thereby improving driving smoothness and reducing safety risks during driving.

[0208] Step 308: Perform weighted calculation on the first rear wheel deflection angle and the second rear wheel deflection angle to obtain a rear wheel deflection angle.

[0209] In specific implementation, when the vehicle is driving, preferably when the vehicle is turning, due to the influence of the centripetal force, the tire of the vehicle has an additional side slip force, thereby generating a tire side slip angle, which in turn affects the yaw rate and the center of mass side slip angle of the whole vehicle. The first rear wheel deflection angle and the second rear wheel deflection angle are obtained by the vehicle center of mass side slip angle function and the vehicle yaw rate function, and the first rear wheel deflection angle and the second rear wheel deflection angle are weighted to obtain the rear wheel deflection angle. Through the above scheme, the rear wheel deflection angle calculation process takes into account two important parameters, the vehicle center of mass side slip angle and the vehicle yaw rate, and controls the vehicle center of mass side slip angle and the vehicle yaw rate within a stable working range, and together with the rear wheel deflection direction obtained in the above steps, realizes the control of the rear wheel of the vehicle, thereby improving the driving stability and reducing the safety risk.

[0210] Step 309: Control the rear wheels of the vehicle according to the rear wheel deflection direction and the rear wheel deflection angle.

[0211] During specific implementation, the rear wheel deflection direction and the rear wheel deflection angle are sent to a controller, and the controller controls the rear wheels of the vehicle based on the control information, wherein the control information includes the rear wheel deflection direction and the rear wheel deflection angle, thereby improving driving smoothness and reducing safety risks during driving.

[0212] It should be noted that the method of the embodiment of the present disclosure can be performed by a single device, such as a computer or a server. The method of the present embodiment can also be applied in a distributed scenario and completed by multiple devices cooperating with each other. In the case of such a distributed scenario, one of the multiple devices can only perform one or more steps in the method of the embodiment of the present disclosure, and the multiple devices will interact with each other to complete the described method.

[0213] It should be noted that the above describes some embodiments of the present disclosure. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recorded in the claims can be performed in an order different from that in the above embodiments and still achieve the desired results. In addition, the processes depicted in the accompanying drawings do not necessarily require the specific order or continuous order shown to achieve the desired results. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0214] Based on the same inventive concept, corresponding to any of the above-mentioned embodiments and methods, the present disclosure also provides a control system for front and rear wheels.

[0215] refer to Figure 4 , the control system of the front and rear wheels comprises:

[0216] The vehicle information acquisition module 401 is configured to acquire vehicle information; wherein the vehicle information includes an actual deflection angle of the front wheels;

[0217] The front wheel expected deflection angle acquisition module 402 is configured to process the actual front wheel deflection angle to obtain the front wheel expected deflection angle;

[0218] The rear wheel deflection direction acquisition module 403 is configured to determine the rear wheel deflection direction of the vehicle according to the vehicle information to obtain the rear wheel deflection direction;

[0219] A first rear wheel deflection angle acquisition module 404 is configured to determine a first rear wheel deflection angle based on the vehicle center of mass sideslip angle using the front wheel expected deflection angle;

[0220] A second rear wheel deflection angle acquisition module 405 is configured to determine a second rear wheel deflection angle based on the desired front wheel deflection angle and the vehicle yaw rate;

[0221] A rear wheel deflection angle acquisition module 406 is configured to perform weighted calculation on the first rear wheel deflection angle and the second rear wheel deflection angle to obtain a rear wheel deflection angle;

[0222] The vehicle control module 407 is configured to control the front wheels of the vehicle according to the desired deflection angle of the front wheels, and to control the rear wheels of the vehicle according to the rear wheel deflection direction and the rear wheel deflection angle.

[0223] In some embodiments, the vehicle information includes: vehicle speed, average front wheel slip rate, and average front wheel slip rate;

[0224] The front wheel expected deflection angle acquisition module 402 includes:

[0225] The front wheel steering angle control coefficient acquisition unit is configured to obtain the front wheel steering angle control coefficient by querying a table of relationships among vehicle speed, average front wheel slip rate and front wheel steering angle control coefficient; or to obtain the front wheel steering angle control coefficient by querying a table of relationships among vehicle speed, average front wheel slip rate and front wheel steering angle control coefficient;

[0226] The front wheel desired deflection angle acquisition unit is configured to process the front wheel desired deflection angle according to the front wheel steering angle control coefficient and the front wheel actual deflection angle to obtain the front wheel desired deflection angle:

[0227] δ1=d*δ

[0228] Among them, δ1 is the expected deflection angle of the front wheel, d is the front wheel steering angle control coefficient, and δ is the actual deflection angle of the front wheel.

[0229] In some embodiments, the first rear wheel deflection angle acquisition module 404 includes:

[0230] The first rear wheel steering angle acquisition unit is configured to process the desired front wheel steering angle based on the rear wheel steering angle relationship function determined by the vehicle's center of mass sideslip angle to obtain a first rear wheel steering angle; wherein the rear wheel steering angle relationship function is obtained based on a vehicle two-degree-of-freedom model algorithm.

[0231] In some embodiments, before the first rear wheel deflection angle acquisition module 404, the method further includes:

[0232] A center of mass sideslip angle function acquisition unit is configured to obtain a vehicle center of mass sideslip angle function based on a vehicle two-degree-of-freedom model algorithm, wherein the vehicle center of mass sideslip angle function includes a plurality of parameter information, wherein the vehicle center of mass sideslip angle is one of the plurality of parameter information;

[0233] The rear wheel turning angle relationship function acquisition unit is configured to determine whether the plurality of parameter information meets a preset condition, and obtain a rear wheel turning angle relationship function according to the vehicle center of mass sideslip angle function and the front wheel expected deflection angle.

[0234] In some embodiments, the center of mass sideslip angle function acquisition unit includes:

[0235] The center of mass sideslip angle function acquisition subunit is configured to obtain the vehicle center of mass sideslip angle function based on the vehicle two-degree-of-freedom model algorithm:

[0236]

[0237] Among them, m is the vehicle mass, a is the distance from the center of mass to the front axle, b is the distance from the center of mass to the rear axle, k1 is the cornering stiffness of the front axle, k2 is the cornering stiffness of the rear axle, δ1 is the front wheel deflection angle, u is the longitudinal vehicle speed, is the vehicle acceleration, β is the vehicle center of mass sideslip angle, ω r is the vehicle yaw angular velocity, is the vehicle yaw rate change rate, δ2 is the rear wheel deflection angle, I Z is the rotational inertia of the vehicle.

[0238] In some embodiments, the rear wheel turning angle relationship function acquisition unit includes:

[0239] The rear wheel turning angle relationship function acquisition subunit is configured such that the plurality of parameter information satisfies a preset condition including: the center of mass sideslip angle is zero, the vehicle acceleration is zero, and the rear wheel turning angle relationship function is determined according to the center of mass sideslip angle function of the vehicle:

[0240]

[0241] Among them, δ2| α＝0 is the first rear wheel deflection angle.

[0242] In some embodiments, the first vehicle turning angle relationship function acquisition unit includes:

[0243] The rear wheel steering angle relationship function acquisition subunit is configured such that the plurality of parameter information satisfies the preset conditions including: the center of mass sideslip angle is zero, the vehicle yaw rate change rate is zero, and the vehicle acceleration is zero, and the rear wheel steering angle relationship function is determined according to the vehicle center of mass sideslip angle function:

[0244]

[0245] Among them, δ2| β＝0 is the first rear wheel deflection angle.

[0246] In some embodiments, the second rear wheel deflection angle acquisition module 405 includes:

[0247] The yaw rate function acquisition unit is configured to determine the vehicle yaw rate function based on the vehicle center of mass sideslip angle function, when the magnitude of the center of mass sideslip angle is the ratio of the lateral velocity to the longitudinal velocity, and the vehicle yaw rate change rate is zero, the vehicle acceleration is zero, and the rear wheel deflection angle is zero:

[0248]

[0249] The ideal yaw rate calculation unit is configured to obtain an ideal yaw rate by processing the vehicle yaw rate function:

[0250]

[0251] Where K is the stability factor, is the ideal yaw rate, L is the front and rear wheelbase of the vehicle, L = a + b;

[0252] The second rear wheel deflection angle acquisition unit is configured to process the vehicle rear wheel deflection angle according to the ideal yaw angular velocity to obtain a second rear wheel deflection angle.

[0253] In some embodiments, the second rear wheel deflection angle obtaining unit includes:

[0254] The second rear wheel deflection angle calculation subunit is configured to perform calculation processing on the vehicle yaw rate and the desired yaw rate to obtain a second rear wheel deflection angle:

[0255]

[0256] Wherein, δ2|ω is the second rear wheel deflection angle, K ω is the preset yaw rate control coefficient, is the desired yaw angular velocity.

[0257] In some embodiments, the rear wheel control module 406 includes:

[0258] The rear wheel deflection angle calculation unit is configured to perform weighted processing on the first rear wheel deflection angle and the second rear wheel deflection angle to obtain a rear wheel deflection angle:

[0259]

[0260] Among them, δ2 is the rear wheel deflection angle, δ2| β＝0is the first rear wheel deflection angle, δ2|ω is the second rear wheel deflection angle, ξ1 is the weight of the first rear wheel deflection angle, and ξ2 is the weight of the second rear wheel deflection angle.

[0261] For the convenience of description, the above device is described by dividing it into various modules according to its functions. Of course, when implementing the present disclosure, the functions of each module can be implemented in the same or multiple software and / or hardware.

[0262] The device of the above embodiment is used to implement the corresponding front and rear wheel control method in any of the above embodiments, and has the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0263] Based on the same inventive concept, corresponding to any of the above-mentioned embodiments and methods, the present disclosure also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein when the processor executes the program, the front and rear wheel control method described in any of the above embodiments is implemented.

[0264] Figure 5 A more specific schematic diagram of the hardware structure of an electronic device provided in this embodiment is shown, and the device may include: a processor 1010, a memory 1020, an input / output interface 1030, a communication interface 1040, and a bus 1050. The processor 1010, the memory 1020, the input / output interface 1030, and the communication interface 1040 are connected to each other through the bus 1050 in the device.

[0265] The processor 1010 can be implemented by a general-purpose CPU (Central Processing Unit), a microprocessor, an application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided in the embodiments of this specification.

[0266] The memory 1020 may be implemented in the form of ROM (Read Only Memory), RAM (Random Access Memory), static storage device, dynamic storage device, etc. The memory 1020 may store an operating system and other application programs. When the technical solutions provided in the embodiments of this specification are implemented by software or firmware, the relevant program codes are stored in the memory 1020 and are called and executed by the processor 1010.

[0267] The input / output interface 1030 is used to connect the input / output module to realize information input and output. The input / output module can be configured in the device as a component (not shown in the figure), or it can be externally connected to the device to provide corresponding functions. The input device may include a keyboard, a mouse, a touch screen, a microphone, various sensors, etc., and the output device may include a display, a speaker, a vibrator, an indicator light, etc.

[0268] The communication interface 1040 is used to connect a communication module (not shown in the figure) to realize communication interaction between the device and other devices. The communication module can realize communication through a wired mode (such as USB (Universal Serial Bus), network cable, etc.), or through a wireless mode (such as mobile network, WIFI (Wireless Fidelity), Bluetooth, etc.).

[0269] The bus 1050 includes a path that transmits information between the various components of the device (eg, the processor 1010, the memory 1020, the input / output interface 1030, and the communication interface 1040).

[0270] It should be noted that, although the above device only shows the processor 1010, the memory 1020, the input / output interface 1030, the communication interface 1040 and the bus 1050, in the specific implementation process, the device may also include other components necessary for normal operation. In addition, it can be understood by those skilled in the art that the above device may also only include the components necessary for implementing the embodiments of the present specification, and does not necessarily include all the components shown in the figure.

[0271] The electronic device of the above embodiment is used to implement the corresponding front and rear wheel control method in any of the above embodiments, and has the beneficial effects of the corresponding method embodiment, which will not be repeated here.

[0272] Based on the same inventive concept, corresponding to any of the above-mentioned embodiment methods, the present disclosure also provides a non-transitory computer-readable storage medium, wherein the non-transitory computer-readable storage medium stores computer instructions, and the computer instructions are used to enable the computer to execute the front and rear wheel control method as described in any of the above embodiments.

[0273] The computer-readable medium of this embodiment includes permanent and non-permanent, removable and non-removable media, and information storage can be implemented by any method or technology. Information can be computer-readable instructions, data structures, modules of programs, or other data. Examples of computer storage media include, but are not limited to, phase change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technology, read-only compact disk read-only memory (CD-ROM), digital versatile disk (DVD) or other optical storage, magnetic cassettes, magnetic tape magnetic disk storage or other magnetic storage devices or any other non-transmission media that can be used to store information that can be accessed by a computing device.

[0274] The computer instructions stored in the storage medium of the above embodiment are used to enable the computer to execute the front and rear wheel control method as described in any of the above embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0275] Based on the same inventive concept, corresponding to any of the above-mentioned embodiments and methods, the present application also provides a vehicle, including a control system for the front and rear wheels, or an electronic device, or a storage medium in the above-mentioned embodiments, and the vehicle equipment implements the front and rear wheel control method described in any of the above embodiments.

[0276] The vehicle of the above embodiment is used to implement the front and rear wheel control method described in any of the above embodiments, and has the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0277] Those skilled in the art should understand that the discussion of any of the above embodiments is merely illustrative and is not intended to imply that the scope of the present disclosure (including the claims) is limited to these examples. Based on the concept of the present disclosure, the technical features in the above embodiments or different embodiments may be combined, the steps may be implemented in any order, and there are many other variations of the different aspects of the embodiments of the present disclosure as described above, which are not provided in detail for the sake of simplicity.

[0278] In addition, to simplify the description and discussion, and in order not to make the embodiments of the present disclosure difficult to understand, the known power / ground connections to the integrated circuit (IC) chips and other components may or may not be shown in the provided figures. In addition, the device can be shown in the form of a block diagram to avoid making the embodiments of the present disclosure difficult to understand, and this also takes into account the fact that the details of the implementation of these block diagram devices are highly dependent on the platform on which the embodiments of the present disclosure will be implemented (that is, these details should be fully within the scope of understanding of those skilled in the art). Where specific details (e.g., circuits) are set forth to describe exemplary embodiments of the present disclosure, it is apparent to those skilled in the art that the embodiments of the present disclosure can be implemented without these specific details or with changes in these specific details. Therefore, these descriptions should be considered illustrative rather than restrictive.

[0279] Although the present disclosure has been described in conjunction with specific embodiments of the present disclosure, many replacements, modifications and variations of these embodiments will be apparent to those skilled in the art from the foregoing description. For example, other memory architectures (e.g., dynamic RAM (DRAM)) may use the embodiments discussed.

[0280] The embodiments of the present disclosure are intended to cover all such substitutions, modifications and variations that fall within the broad scope of the appended claims. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the embodiments of the present disclosure should be included in the scope of protection of the present disclosure.

Claims

1. A method for controlling front and rear wheels, characterized in that: The method comprises: Acquiring vehicle information; wherein the vehicle information includes an actual deflection angle of the front wheels; Processing the actual deflection angle of the front wheel to obtain a desired deflection angle of the front wheel; Determining the rear wheel deflection direction of the vehicle according to the vehicle information to obtain the rear wheel deflection direction; Determine a first rear wheel deflection angle based on a vehicle center of mass sideslip angle using the desired front wheel deflection angle; Determining a second rear wheel yaw angle based on the desired front wheel yaw angle and the vehicle yaw rate; Performing weighted calculation on the first rear wheel deflection angle and the second rear wheel deflection angle to obtain a rear wheel deflection angle; The front wheels of the vehicle are controlled according to the desired deflection angle of the front wheels, and the rear wheels of the vehicle are controlled according to the rear wheel deflection direction and the rear wheel deflection angle.

2. The method according to claim 1, characterized in that The vehicle information includes: vehicle speed, average front wheel slip rate and average front wheel slip rate; The processing of the actual deflection angle of the front wheel to obtain the expected deflection angle of the front wheel includes: By querying the relationship table of vehicle speed, average front wheel slip rate and front wheel steering angle control coefficient, the front wheel steering angle control coefficient is obtained; or, by querying the relationship table of vehicle speed, average front wheel slip rate and front wheel steering angle control coefficient, the front wheel steering angle control coefficient is obtained; The desired deflection angle of the front wheel is obtained by processing the front wheel steering angle control coefficient and the actual deflection angle of the front wheel: δ1=d*δ Among them, δ1 is the expected deflection angle of the front wheel, d is the front wheel steering angle control coefficient, and δ is the actual deflection angle of the front wheel.

3. The method according to claim 1, characterized in that The method of determining a first rear wheel deflection angle based on a vehicle center of mass sideslip angle using the expected front wheel deflection angle comprises: The desired front wheel deflection angle is processed based on the rear wheel turning angle relationship function determined based on the vehicle center of mass sideslip angle to obtain a first rear wheel deflection angle; wherein the rear wheel turning angle relationship function is obtained based on a vehicle two-degree-of-freedom model algorithm.

4. The method according to claim 1, characterized in that: Before the rear wheel steering angle relationship function determined based on the vehicle center of mass sideslip angle is processed to obtain the first rear wheel steering angle, the method further includes: A vehicle center of mass sideslip angle function is obtained based on a vehicle two-degree-of-freedom model algorithm, wherein the vehicle center of mass sideslip angle function includes a plurality of parameter information, wherein the vehicle center of mass sideslip angle is one of the plurality of parameter information; It is determined that the plurality of parameter information meets a preset condition, and a rear wheel turning angle relationship function is obtained according to the vehicle center of mass sideslip angle function and the front wheel expected deflection angle.

5. The method according to claim 4, characterized in that The vehicle center of mass sideslip angle function is obtained based on the vehicle two-degree-of-freedom model algorithm, including: Based on the vehicle two-degree-of-freedom model algorithm, the vehicle center of mass sideslip angle function is obtained: Among them, m is the vehicle mass, a is the distance from the center of mass to the front axle, b is the distance from the center of mass to the rear axle, k1 is the cornering stiffness of the front axle, k2 is the cornering stiffness of the rear axle, u is the longitudinal vehicle speed, is the vehicle acceleration, β is the vehicle center of mass sideslip angle, ω r is the vehicle yaw angular velocity, is the vehicle yaw rate change rate, δ1 is the front wheel deflection angle, δ2 is the rear wheel deflection angle, I Z is the rotational inertia of the vehicle.

6. The method according to claim 5, characterized in that The determining that the plurality of parameter information meets a preset condition, and obtaining a rear wheel turning angle relationship function according to the vehicle center of mass sideslip angle function and the front wheel expected deflection angle, comprises: The plurality of parameter information satisfying the preset conditions include: the center of mass sideslip angle is zero, the vehicle acceleration is zero, and the rear wheel turning angle relationship function is determined according to the vehicle center of mass sideslip angle function: Among them, δ2| β＝0 is the first rear wheel deflection angle.

7. The method according to claim 5, characterized in that The determining that the plurality of parameter information meets a preset condition, and obtaining a rear wheel turning angle relationship function according to the vehicle center of mass sideslip angle function and the front wheel expected deflection angle, comprises: The plurality of parameter information satisfying the preset conditions include: the center of mass sideslip angle is zero, the vehicle yaw rate change rate is zero, and the vehicle acceleration is zero. The rear wheel turning angle relationship function is determined according to the vehicle center of mass sideslip angle function: Among them, δ2| β＝0 is the first rear wheel deflection angle, K' is the deflection angle coefficient, 8. The method according to claim 5, characterized in that The determining of the second rear wheel deflection angle based on the expected front wheel deflection angle and the vehicle yaw rate comprises: The magnitude of the center of mass sideslip angle is the ratio of the lateral velocity to the longitudinal velocity, and the vehicle yaw rate change rate is zero, the vehicle acceleration is zero, and the rear wheel deflection angle is zero. Based on the vehicle center of mass sideslip angle function, the vehicle yaw rate function is determined: Where, v is the vehicle speed; By processing the vehicle yaw rate function, the ideal yaw rate is obtained: Where K is the stability factor, is the ideal yaw rate, L is the front and rear wheelbase of the vehicle, L = a + b; The rear wheel deflection angle of the vehicle is processed according to the ideal yaw angular velocity to obtain a second rear wheel deflection angle.

9. The method according to claim 8, characterized in that The step of processing the rear wheel deflection angle of the vehicle according to the expected yaw angular velocity to obtain a second rear wheel deflection angle includes: The vehicle yaw rate and the desired yaw rate are processed to obtain a second rear wheel deflection angle: Wherein, δ2|ω is the second rear wheel deflection angle, K ω is the preset yaw rate control coefficient, is the desired yaw angular velocity.

10. The method according to claim 1, characterized in that The step of performing weighted processing on the first rear wheel deflection angle and the second rear wheel deflection angle to obtain the rear wheel deflection angle comprises: The first rear wheel deflection angle and the second rear wheel deflection angle are weighted and processed to obtain the rear wheel deflection angle: Among them, δ 2总 is the rear wheel deflection angle, δ2| β＝0 is the first rear wheel deflection angle, δ2|ω is the second rear wheel deflection angle, ξ1 is the weight of the first rear wheel deflection angle, and ξ2 is the weight of the second rear wheel deflection angle.

11. A control system for front and rear wheels, characterized in that: include: A vehicle information acquisition module is configured to acquire vehicle information; wherein the vehicle information includes an actual deflection angle of the front wheels; A front wheel expected deflection angle acquisition module is configured to process the actual front wheel deflection angle to obtain the front wheel expected deflection angle; A rear wheel deflection direction acquisition module is configured to determine the rear wheel deflection direction of the vehicle according to the vehicle information to obtain the rear wheel deflection direction; A first rear wheel deflection angle acquisition module is configured to determine a first rear wheel deflection angle based on a vehicle center of mass sideslip angle using the front wheel expected deflection angle; A second rear wheel deflection angle acquisition module is configured to determine a second rear wheel deflection angle based on the desired front wheel deflection angle and the vehicle yaw rate; a rear wheel deflection angle acquisition module, configured to perform weighted calculation on the first rear wheel deflection angle and the second rear wheel deflection angle to obtain a rear wheel deflection angle; The vehicle control module is configured to control the front wheels of the vehicle according to the desired deflection angle of the front wheels, and to control the rear wheels of the vehicle according to the rear wheel deflection direction and the rear wheel deflection angle.

12. An electronic device, characterized in that: The method comprises a memory, a processor and a computer program stored in the memory and executable on the processor, wherein when the processor executes the program, the method according to any one of claims 1 to 10 is implemented.

13. A non-transitory computer-readable storage medium, characterized in that: The non-transitory computer-readable storage medium stores computer instructions, and the computer instructions are used to cause a computer to execute the method according to any one of claims 1 to 10.

14. A vehicle, characterized in that: The control system for front and rear wheels according to claim 11 or the electronic device according to claim 12 or the storage medium according to claim 13.

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