Rear-wheel-based vehicle control methods, systems, devices, storage media, and vehicles

Abstract

This disclosure provides a rear-wheel-based vehicle control method, system, device, storage medium, and vehicle, comprising: acquiring vehicle information; determining the rear wheel deflection direction based on the vehicle information to obtain the rear wheel deflection direction; acquiring front wheel steering angle information; determining a first rear wheel deflection angle based on the vehicle's center of gravity sideslip angle using the front wheel steering angle information; determining a second rear wheel deflection angle based on the front wheel steering angle information and the vehicle's yaw rate; performing a weighted calculation on the first rear wheel deflection angle and the second rear wheel deflection angle to obtain the rear wheel deflection angle; and controlling the vehicle's rear wheels based on the rear wheel deflection direction and the rear wheel deflection angle. This disclosure solves the problem of wheel slippage during vehicle operation due to factors such as excessive vehicle speed or changes in tire adhesion, resulting in understeer or oversteer.

Description

Technical Field

[0001] This disclosure relates to the field of vehicle control technology, and in particular to a rear-wheel-based vehicle control method, system, device, storage medium, and vehicle. Background Technology

[0002] During vehicle operation, especially when driving on curves, factors such as excessive speed or changes in tire adhesion can cause wheel slippage, which can easily lead to understeer or oversteer, resulting in loss of vehicle control and causing safety accidents.

[0003] Therefore, how to avoid the problems of understeer or oversteer and improve driving stability and safety has become an important research question. Summary of the Invention

[0004] In view of this, the purpose of this disclosure is to provide a rear-wheel-based vehicle control method, system, device, storage medium, and vehicle to solve the problem of understeer or oversteer when a vehicle is turning.

[0005] To achieve the above objectives, a first aspect of this disclosure provides a rear-wheel-based vehicle control method, the method comprising:

[0006] Obtain vehicle information, determine the rear wheel deflection direction based on the vehicle information, and obtain the rear wheel deflection direction;

[0007] Obtain the front wheel steering angle information, and use the front wheel steering angle information to determine the first rear wheel deflection angle based on the vehicle's center of gravity sideslip angle;

[0008] The second rear wheel deflection angle is determined based on the front wheel steering angle information and the vehicle yaw rate.

[0009] The first rear wheel deflection angle and the second rear wheel deflection angle are weighted and processed to obtain the rear wheel deflection angle;

[0010] The rear wheels of the vehicle are controlled based on the rear wheel deflection direction and the rear wheel deflection angle.

[0011] Based on the same inventive concept, a second aspect of this disclosure proposes a rear-wheel-based vehicle control system, comprising:

[0012] The information acquisition module is configured to acquire vehicle information, determine the rear wheel deflection direction based on the vehicle information, and obtain the rear wheel deflection direction.

[0013] An angle calculation module is configured to acquire front wheel steering angle information, use the front wheel steering angle information to determine a first rear wheel deflection angle based on the vehicle's center of gravity sideslip angle, and determine a second rear wheel deflection angle based on the front wheel steering angle information and the vehicle's yaw rate.

[0014] The rear wheel control module is configured to control the rear wheels of the vehicle based on the rear wheel deflection direction and the rear wheel deflection angle.

[0015] Based on the same inventive concept, a third aspect of this 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 described above when executing the computer program.

[0016] Based on the same inventive concept, a fourth aspect of this disclosure provides a non-transitory computer-readable storage medium that stores computer instructions for causing a computer to perform the methods described above.

[0017] Based on the same inventive concept, the fifth aspect of this disclosure provides a vehicle, including the vehicle-mounted function supplementation system described in the second aspect, the electronic device described in the third aspect, or the storage medium described in the fourth aspect.

[0018] As can be seen from the above, this disclosure provides a rear-wheel-based vehicle control method. Based on the acquired vehicle information, it determines the rear wheel deflection direction, improving the accuracy of the determination and thus enhancing vehicle stability. The rear wheel deflection angle is obtained by weighted calculation of a first rear wheel deflection angle obtained based on the vehicle's center of gravity sideslip angle and a second rear wheel deflection angle obtained based on the vehicle's yaw rate. This calculation process considers two important parameters: the vehicle's center of gravity sideslip angle and the vehicle's yaw rate, resulting in more accurate calculations. By controlling the rear wheels based on the rear wheel deflection direction and angle, the method adjusts the rear wheels accordingly in cases of understeer or oversteer, thereby controlling the vehicle's steering and improving vehicle stability and driving safety. Attached Figure Description

[0019] To more clearly illustrate the technical solutions in this disclosure or related technologies, the accompanying drawings used in the description of the embodiments or related technologies will be briefly introduced below. Obviously, the accompanying drawings described below are only embodiments of this disclosure. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0020] Figure 1 This is a flowchart of a rear-wheel-based vehicle control method according to an embodiment of the present disclosure;

[0021] Figure 2 This is a flowchart of the first part of an embodiment of another application scenario of this disclosure;

[0022] Figure 3 This is a second part of the flowchart of an embodiment of another application scenario of this disclosure;

[0023] Figure 4 This is a structural block diagram of a rear-wheel-based vehicle control system according to an embodiment of the present disclosure;

[0024] Figure 5 This is a schematic diagram of the structure of an electronic device according to an embodiment of the present disclosure. Detailed Implementation

[0025] To make the objectives, technical solutions, and advantages of this disclosure clearer, the following detailed description is provided in conjunction with specific embodiments and the accompanying drawings.

[0026] It should be noted that, unless otherwise defined, the technical or scientific terms used in the embodiments of this disclosure should have the ordinary meaning understood by one of ordinary skill in the art to which this disclosure pertains. The terms "first," "second," and similar terms used in the embodiments of this disclosure do not indicate any order, quantity, or importance, but are merely used to distinguish different components. Terms such as "comprising" or "including" mean that the element or object preceding the word encompasses the elements or objects listed following the word and their equivalents, without excluding other elements or objects. Terms such as "connected" or "linked" are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. Terms such as "upper," "lower," "left," and "right" are used only to indicate relative positional relationships; when the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0027] As mentioned above, during vehicle operation, especially when driving on curves, factors such as excessive vehicle speed or changes in tire adhesion can cause wheel slippage, resulting in understeer or oversteer.

[0028] Based on the above description, this embodiment proposes a rear-wheel-based vehicle control method, such as... Figure 1 As shown, the method includes:

[0029] Step 101: Obtain vehicle information, and determine the rear wheel deflection direction based on the vehicle information to obtain the rear wheel deflection direction.

[0030] In specific implementation, vehicle information is acquired, including basic vehicle information and vehicle operating information. The basic vehicle information includes at least one of the following: vehicle mass or tire information. The vehicle operating information includes at least one of the following: vehicle steering angle information, vehicle speed, or vehicle gear information. Based on the vehicle information, the rear wheel deflection direction is determined. The vehicle state is then determined based on the vehicle information. If the vehicle is in an understeer state, it is determined that the rear wheels deflect in the opposite direction to the front wheels; if the vehicle is in an oversteer state, it is determined that the rear wheels deflect in the same direction as the front wheels. This scheme improves the accuracy of determining the rear wheel deflection direction based on the acquired vehicle information. Furthermore, by adjusting the rear wheel deflection direction and subsequently calculating the rear wheel deflection angle, the vehicle's deflection can be adjusted by regulating the rear wheels, thus improving vehicle stability during driving.

[0031] Step 102: Obtain the front wheel steering angle information, and use the front wheel steering angle information to determine the first rear wheel deflection angle based on the vehicle center of gravity sideslip angle.

[0032] In specific implementation, the vehicle's front wheel steering angle information, including the front wheel deflection angle, is obtained through the vehicle's steering wheel. The vehicle's center of gravity sideslip angle function is calculated based on a two-degree-of-freedom model algorithm. The rear wheel deflection angle is then calculated based on the front wheel deflection angle and the calculated center of gravity sideslip angle function, resulting in the first rear wheel deflection angle. This scheme, using a two-degree-of-freedom model algorithm to calculate the vehicle's center of gravity sideslip angle function, and then calculating the first rear wheel deflection angle based on the obtained front wheel deflection angle and the calculated center of gravity sideslip angle function, yields more accurate results. Together with the rear wheel deflection direction obtained in the previous steps, it achieves control of the vehicle's rear wheels, improving driving safety.

[0033] Step 103: Determine the second rear wheel deflection angle based on the front wheel steering angle information and the vehicle yaw rate.

[0034] In specific implementation, the vehicle yaw rate function is calculated based on a two-degree-of-freedom vehicle model algorithm. The rear wheel deflection angle is then calculated based on the front wheel deflection angle and the vehicle yaw rate function, resulting in the second rear wheel deflection angle. This approach, using the two-degree-of-freedom vehicle model algorithm to calculate the vehicle yaw rate function and then using the obtained front wheel deflection angle and the calculated yaw rate function to calculate the second rear wheel deflection angle, yields more accurate results.

[0035] Step 104: Weight the first rear wheel deflection angle and the second rear wheel deflection angle to obtain the rear wheel deflection angle.

[0036] In specific implementation, when the vehicle is moving, preferably when it is turning, the centripetal force causes additional lateral force on the tires, resulting in a tire slip angle. This, in turn, affects the vehicle's yaw rate and center-of-gravity slip angle. The first and second rear wheel deflection angles are obtained using the vehicle's center-of-gravity slip angle function and yaw rate function. These two angles are then weighted to obtain the final rear wheel deflection angle. This scheme, by considering both the vehicle's center-of-gravity slip angle and yaw rate, yields a more accurate calculation result. Combined with the rear wheel deflection direction obtained in the previous steps, this allows for better control of the rear wheels, improving driving stability and reducing safety risks.

[0037] Step 105: Control the rear wheels of the vehicle based on the rear wheel deflection direction and the rear wheel deflection angle.

[0038] In practice, the rear wheel deflection direction and the rear wheel deflection angle are sent to the controller. The controller controls the rear wheels of the vehicle based on the control information, which includes the rear wheel deflection direction and the rear wheel deflection angle. This improves driving smoothness and reduces safety risks during driving.

[0039] The above scheme improves the accuracy of judging the rear wheel deflection direction based on the acquired vehicle information, thereby enhancing vehicle stability. The rear wheel deflection angle is calculated by weighting the first rear wheel deflection angle (derived from the vehicle's sideslip angle) and the second rear wheel deflection angle (derived from the vehicle's yaw rate). This calculation process considers both the sideslip angle and yaw rate, resulting in more accurate calculations. By controlling the rear wheels based on the deflection direction and angle, the scheme adjusts the rear wheels in cases of understeer or oversteer, thus controlling the vehicle's steering and improving stability and driving safety.

[0040] In some embodiments, step 101 specifically includes:

[0041] Step 1011: Obtain vehicle information and calculate the slip ratio or rotation ratio of the vehicle wheels based on the vehicle information.

[0042] In practice, vehicle information is acquired through sensors, including wheel speed, tire rolling radius, longitudinal vehicle speed, gear information, and vehicle acceleration information. The vehicle includes wheel speed sensors and a vehicle speed sensor. Wheel speed is collected by the wheel speed sensors, and longitudinal vehicle speed is collected by the vehicle speed sensor. A tire rolling radius map is obtained based on a drum test. The tire rolling radius is determined based on tire pressure and vehicle speed information. The wheel slip ratio is then calculated using the following formula:

[0043] K=(u-ω·R) / u

[0044] Where K is the slip ratio 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.

[0045] The slip ratio of a vehicle wheel is calculated using the following formula:

[0046] S=(ω·Ru) / (ω·R)

[0047] Where S is the slip ratio 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.

[0048] The above method calculates the slip ratio or rotation ratio of the vehicle wheels, which is used to determine the direction of rear wheel deflection, making the judgment more accurate.

[0049] Step 1012: In response to at least one vehicle's front wheel slip ratio meeting a first threshold range or its slip ratio meeting a second threshold range, and the vehicle's rear wheel slip ratio meeting a third threshold range or its slip ratio meeting a fourth threshold range, the vehicle is determined to be in an understeering state, and the rear wheel deflection direction is opposite to that of the front wheels.

[0050] In specific implementation, the slip ratio or slip rate of the vehicle wheels is calculated. In response to at least one vehicle front wheel slip ratio meeting a first threshold range or slip rate meeting a second threshold range, and the vehicle rear wheel slip ratio meeting a third threshold range or slip rate meeting a fourth threshold range, it is determined that the vehicle is in an understeering state. The rear wheel deflection direction is determined to be opposite to that of the front wheels. After the rear wheel deflection angle is calculated in subsequent steps, the rear wheels are controlled to adjust according to the deflection direction opposite to that of the front wheels and the rear wheel deflection angle, so as to avoid the vehicle front from slipping out along the tangent direction of the arc and reduce safety hazards.

[0051] For example, if the first threshold range is greater than or equal to 10%, the second threshold range is less than or equal to -10%, the third threshold range is equal to 10%, and the fourth threshold condition is a slip ratio less than or equal to -10%, then if at least one vehicle has a front wheel slip ratio greater than or equal to 10% or a slip ratio less than or equal to -10%, and a rear wheel slip ratio equal to 10% or a slip ratio less than or equal to -10%, the vehicle is determined to be in an understeering state. At this time, the rear wheel deflection direction is opposite to that of the front wheel.

[0052] Step 1013: In response to at least one vehicle rear wheel slip ratio meeting a first threshold range or slip ratio meeting a second threshold range, and the vehicle front wheel slip ratio meeting a third threshold range or slip ratio meeting a fourth threshold range, the vehicle is determined to be in an oversteering state, and the rear wheel deflection direction is the same as the front wheel deflection direction.

[0053] In specific implementation, the slip ratio or slip rate of the vehicle wheels is calculated. In response to at least one rear wheel slip ratio meeting a first threshold range or a slip rate meeting a second threshold range, and the front wheel slip ratio meeting a third threshold range or a slip rate meeting a fourth threshold range, the vehicle is determined to be in an oversteering state. The rear wheel deflection direction is determined to be the same as the front wheel deflection direction. After the rear wheel deflection angle is calculated in subsequent steps, the rear wheels are controlled to adjust according to the deflection direction of the front wheels and the rear wheel deflection angle to avoid the rear of the vehicle sliding out along the tangent direction of the arc, thereby reducing safety hazards.

[0054] For example, if the first threshold range is greater than or equal to 10%, the second threshold range is less than or equal to -10%, the third threshold range is equal to 10%, and the fourth threshold condition is a slip ratio less than or equal to -10%, then if at least one vehicle has a rear wheel slip ratio greater than or equal to 10% or a slip ratio less than or equal to -10%, and a front wheel slip ratio equal to 10% or a slip ratio less than or equal to -10%, the vehicle is determined to be in an oversteering state, at which point the rear wheel deflection direction is the same as the front wheel deflection direction.

[0055] In some embodiments, step 1011 specifically includes:

[0056] Step 1011A: Determine the vehicle status based on the vehicle information.

[0057] In practice, vehicle information is acquired, including vehicle operation information, vehicle gear information, etc. The current operating status of the vehicle is determined based on the acquired vehicle information, wherein the vehicle operating status includes driving status or braking status.

[0058] Step 1011B: In response to determining that the vehicle state is in a driving state, the slip ratio of the vehicle wheels is determined based on the vehicle information.

[0059] In practice, based on the vehicle's operating state, in response to determining that the vehicle's operating state is a driving state, the slip ratio of the vehicle's wheels is calculated based on information such as the vehicle's wheel speed, tire rolling radius, and longitudinal speed.

[0060] Step 1011C: In response to determining that the vehicle state is a braking state, the slip ratio of the vehicle wheels is determined based on the vehicle information.

[0061] In specific implementation, the vehicle operating state includes driving state and braking state; in response to determining that the vehicle operating state is braking state, the slip ratio of the vehicle wheels is calculated based on information such as the wheel speed, tire rolling radius, and longitudinal speed.

[0062] The above scheme calculates the corresponding slip ratio or slip rate for different vehicle states, reducing the amount of calculation and increasing the calculation speed. This allows for corresponding control operations on the vehicle wheels in a shorter time, thus improving driving safety.

[0063] In some embodiments, step 1011A specifically includes:

[0064] Step 1011Aa: Obtain vehicle acceleration information and gear information.

[0065] In practice, vehicle acceleration information and gear information are obtained through internal vehicle sensors. The vehicle state is determined based on the vehicle acceleration information and gear information. 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.

[0066] Step 1011Ab: Determine the vehicle status based on the vehicle acceleration information and gear information.

[0067] In specific implementation, the vehicle acceleration is positive when pointing towards the front of the vehicle and negative when pointing towards the rear of the vehicle. In response to the gear information being in forward gear and the acceleration information being positive, the vehicle state is determined to be in forward driving state; in response to the gear information being in forward gear and the acceleration information being negative, the vehicle state is determined to be in forward braking state; in response to the gear information being in reverse gear and the acceleration information being positive, the vehicle state is determined to be in reverse braking state; and in response to the gear information being in reverse gear and the acceleration information being negative, the vehicle state is determined to be in reverse driving state.

[0068] The above scheme determines the vehicle's state based on the acquired vehicle acceleration and gear information, calculates the vehicle's slip ratio or drift ratio based on the determined vehicle state, and thus determines the direction of the rear wheel deflection. The determination result is more accurate. Based on the rear wheel deflection direction and the rear wheel deflection angle obtained in subsequent steps, the vehicle steering is adjusted, improving the stability and safety of vehicle operation.

[0069] In some embodiments, step 102 includes: acquiring front wheel steering angle information, processing the front wheel steering angle information based on the rear wheel steering angle relationship function determined by the vehicle center of gravity sideslip angle, and obtaining a first rear wheel deflection angle; wherein the rear wheel steering angle relationship function is obtained according to the vehicle two-degree-of-freedom model algorithm.

[0070] In specific implementation, the front wheel steering angle information of the vehicle is obtained through the vehicle steering wheel. The front wheel steering angle information includes the front wheel deflection angle. The front wheel deflection angle is processed based on the rear wheel steering angle relationship function determined by the vehicle's center of gravity sideslip angle to obtain the first rear wheel deflection angle. The rear wheel steering angle relationship function is obtained by performing calculations on the vehicle's two-degree-of-freedom model algorithm.

[0071] In some embodiments, prior to step 102, the method further includes:

[0072] Step 1021: Obtain the vehicle center of gravity sideslip angle function according to the vehicle two-degree-of-freedom model algorithm. The vehicle center of gravity sideslip angle function contains multiple parameter information, wherein the center of gravity sideslip angle is one of the multiple parameter information.

[0073] In practical implementation, when a vehicle is turning, a smaller sideslip angle indicates a less tendency for tire sideslip and better handling stability. Vehicle operating information includes longitudinal speed, lateral speed, yaw rate, and sideslip angle. Based on this information, a sideslip angle function is obtained using a two-degree-of-freedom model algorithm. This sideslip angle function includes at least the following parameters: sideslip angle, sideslip rate, lateral speed, and acceleration. By calculating the sideslip angle function using this method, the rear wheel deflection angle is calculated, enabling vehicle control, reducing tire sideslip tendency, and improving driving smoothness.

[0074] In some embodiments, step 1021 specifically includes:

[0075] Based on the two-degree-of-freedom model algorithm for the vehicle, the vehicle's center of gravity sideslip angle function is obtained, expressed as:

[0076]

[0077] Where m is the vehicle mass, a is the distance from the center of gravity to the front axle, b is the distance from the center of gravity to the rear axle, k1 is the lateral stiffness of the front axle, k2 is the lateral stiffness of the rear axle, δ1 is the front wheel yaw angle, δ2 is the rear wheel yaw angle, and I... z This represents the rotational inertia of the entire vehicle.

[0078] Step 1022: Determine that the multiple parameter information meets the preset conditions, and determine the rear wheel steering angle relationship function based on the vehicle center of gravity sideslip angle function.

[0079] In practice, based on the vehicle center of gravity sideslip angle function obtained above, and in response to the parameter information satisfying preset conditions, the rear wheel steering angle relationship function is obtained.

[0080] Using the above method, the rear wheel steering angle relationship function is calculated from the vehicle's center of gravity sideslip angle function, which is then used to calculate the first rear wheel deflection angle in subsequent steps.

[0081] In some embodiments, step 1022 specifically includes:

[0082] Based on the vehicle center of gravity sideslip angle function, the multiple parameter information satisfying preset conditions include: the center of gravity sideslip angle being zero and the acceleration being zero; the rear wheel steering angle relationship function is determined as follows:

[0083]

[0084] Where, δ2| β＝0 β is the first rear wheel deflection angle, and β is the center of gravity sideslip angle. It is acceleration.

[0085] Based on the vehicle center of gravity sideslip angle function, the multiple parameter information satisfying preset conditions include: the center of gravity sideslip angle is zero, the yaw rate of change is zero, and the acceleration is zero; the rear wheel steering angle relationship function is determined as follows:

[0086]

[0087] Step 1023: Calculate the first rear wheel deflection angle based on the rear wheel steering angle relationship function.

[0088] In specific implementation, the center of gravity sideslip angle function is obtained based on vehicle operation information and a two-degree-of-freedom algorithm. The rear wheel steering angle relationship function is obtained in response to the parameters in the formula satisfying preset conditions. The first rear wheel steering angle is then calculated based on the front wheel steering angle. This scheme first calculates the rear wheel steering angle relationship function, and then obtains the first rear wheel steering angle based on the function and the front wheel steering angle. This improves the accuracy of the calculated first rear wheel steering angle. Together with the rear wheel steering direction obtained in the previous steps, it achieves control of the vehicle's rear wheels, thus improving vehicle stability.

[0089] In some embodiments, step 103 specifically includes:

[0090] Step 1031: The magnitude of the sideslip angle is the ratio of the lateral velocity to the longitudinal velocity, and the rate of change of the yaw rate is zero, the acceleration is zero, and the rear wheel deflection angle is zero. Based on the vehicle's sideslip angle function, the vehicle's yaw rate function is determined:

[0091]

[0092] The ideal yaw rate is obtained by calculating based on the vehicle yaw rate function, and the ideal yaw rate is expressed as:

[0093]

[0094] Where K is the stability factor, Let L be the ideal yaw rate, and L be the front and rear wheelbase, where L = a + b.

[0095] Step 1032: Calculate the rear wheel deflection angle of the vehicle based on the ideal yaw rate to obtain the second rear wheel deflection angle.

[0096] In practice, the ideal yaw rate is calculated based on the yaw rate function, and the actual vehicle yaw rate is obtained through vehicle sensors. The second rear wheel deflection angle is calculated based on the vehicle yaw rate and the ideal yaw rate. The calculated result is more accurate, leading to more precise control of the rear wheel deflection angle and improved accuracy. This, combined with the rear wheel deflection direction obtained in the previous steps, controls the rear wheel deflection, thus improving driving safety.

[0097] In some embodiments, step 1032 specifically includes:

[0098] The second rear wheel deflection angle is obtained by calculating and processing the vehicle yaw rate and the ideal yaw rate, and is expressed as:

[0099]

[0100] Where, δ2| ω K is the second rear wheel deflection angle. ω The yaw rate feedback control coefficient is set in advance. The ideal yaw rate is given.

[0101] In some embodiments, step 104 specifically includes:

[0102] The rear wheel deflection angle is calculated by weighting the first rear wheel deflection angle and the second rear wheel deflection angle, and is expressed as:

[0103] δ 2总 =ξ1*δ2| β＝0 +ξ2*δ2|ω

[0104] ξ1+ξ2=1

[0105] Where, δ 2总 ξ1 and ξ2 are the rear wheel steering angles, and weighting coefficients.

[0106] During vehicle operation, preferably when the vehicle is driving on a curve, the front wheels are in either a state of being out of control or not out of control.

[0107] The system acquires information about the force on the vehicle's tires. When the force on the tires exceeds the friction circle, it determines that the front wheels of the vehicle are out of control. The system then executes the steps described in the above embodiment. By adjusting the deflection direction and angle of the rear wheels, the vehicle's deflection is adjusted.

[0108] In response to the tire force not exceeding the friction circle, it is determined that the front wheels of the vehicle are not out of control. The steps of the above embodiment are then executed, and the vehicle's deflection is adjusted by adjusting the direction and angle of the rear wheel deflection. Alternatively,

[0109] In response to the condition that the tire force has not exceeded the friction circle, and determining that the front wheels of the vehicle are in a non-out-of-control state, the steps described in the following embodiment are executed to adjust the vehicle's yaw by adjusting both the front and rear wheels, including:

[0110] Step 10A: Obtain the actual deflection angle of the front wheels, perform calculations on the actual deflection angle of the front wheels to obtain the desired deflection angle of the front wheels, and control the front wheels of the vehicle according to the desired deflection angle of the front wheels.

[0111] In practice, the acquired vehicle information includes the actual front wheel deflection angle and the front wheel steering angle control coefficient. The desired front wheel deflection angle is obtained by processing the actual front wheel deflection angle and the front wheel steering angle control coefficient. The actual front wheel deflection angle is the current deflection angle of the vehicle's front wheels, obtained through the steering wheel. The front wheel steering angle control coefficient reflects the relationship between the actual and desired front wheel deflection angles; it can be obtained by looking up a table and is related to vehicle speed and the average slip ratio or average front wheel slip rate. The desired front wheel deflection angle is the required deflection angle of the front wheels to ensure vehicle stability during steering.

[0112] Step 10B: Adjust the rear wheels of the vehicle. The adjustment steps are the same as those in the above embodiment.

[0113] Based on the same inventive concept, in response to the vehicle being in a driving state, another embodiment of this disclosure in an application scenario is as follows: Figure 2 As shown, it includes:

[0114] Step 201: Obtain vehicle information.

[0115] In practice, vehicle information is monitored and acquired through the ECU (Electronic Control Unit). This information includes basic vehicle information, operational information, and front wheel steering angle information. The basic vehicle information includes vehicle weight and tire information, while the operational information includes steering angle, speed, and gear position. The front wheel steering angle information is obtained via the steering wheel. This approach, based on the acquired vehicle information, improves the accuracy of subsequent steps in determining the rear wheel steering direction.

[0116] Step 202: Determine the vehicle's gear information.

[0117] In practice, vehicle gear information is obtained through sensors inside the vehicle, including drive (D) and reverse (R) gears, which serves as the basis for determining the direction of the vehicle's rear wheel deflection.

[0118] Step 203: Determine the vehicle's operating status based on the vehicle's longitudinal acceleration information.

[0119] In specific implementation, the vehicle contains a vehicle speed sensor. The vehicle speed sensor collects the vehicle's longitudinal speed, and the longitudinal acceleration is calculated based on the acquired longitudinal speed. The vehicle's operating state is determined based on the longitudinal acceleration information, which includes both driving and braking states. Using the above scheme, the vehicle's operating state is determined based on the longitudinal acceleration information. In subsequent steps, in response to the vehicle's operating state being driving, the wheel slip ratio is calculated; in response to the vehicle's operating state being braking, the wheel slip ratio is calculated to determine the direction of rear wheel deflection.

[0120] Step 204: Calculate the slip ratio of the vehicle wheels.

[0121] In specific implementation, vehicle information is acquired through sensors, including wheel speed, tire rolling radius, longitudinal vehicle speed, gear information, and vehicle acceleration information. The vehicle includes wheel speed sensors and a vehicle speed sensor. The wheel speed sensors collect wheel speed, and the vehicle speed sensor collects the vehicle's longitudinal speed. A tire rolling radius map is obtained based on a drum test, and the tire rolling radius is determined based on tire pressure and vehicle speed information. The slip ratio or wheel rotation ratio of the vehicle's wheels is calculated based on the above vehicle information, and the rear wheel deflection direction is determined based on the calculated slip ratio. The wheel rotation ratio is calculated using the following formula:

[0122] S=(ω·Ru) / (ω·R)

[0123] Where S is the slip ratio 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.

[0124] Step 205: Determine the direction of rear wheel deflection based on the slip ratio of the vehicle wheels.

[0125] In practice, the vehicle state is determined based on the calculated wheel slip ratio. The vehicle state refers to the vehicle's current operating condition, including understeer and oversteer. According to the above scheme, the calculated slip ratio is used to determine the rear wheel deflection direction, which, together with the rear wheel deflection angle obtained in the following steps, enables control of the vehicle's rear wheels. This results in more accurate judgments and improved driving safety.

[0126] In some embodiments, step 205 specifically includes:

[0127] Step 2051: In response to first calculating that the slip ratio of the front wheels of at least one vehicle is less than or equal to -10%, and then calculating that the slip ratio of the rear wheels of at least one vehicle is less than or equal to -10%, the vehicle is determined to be in an understeering state, and the direction of the rear wheel deflection is opposite to that of the front wheels.

[0128] In specific implementation, by determining that the slip ratio of the vehicle wheels meets the following conditions, first calculate that the slip ratio of at least one vehicle's front wheels is less than or equal to -10%, and then calculate that the slip ratio of at least one vehicle's rear wheels is less than or equal to -10%. This determines that the vehicle is in an understeering state, and determines that the deflection direction of the rear wheels is opposite to that of the front wheels. This is used to calculate the deflection angle of the rear wheels in subsequent steps. The rear wheels are then controlled to adjust according to the deflection direction opposite to that of the front wheels and the deflection angle of the rear wheels, so as to prevent the front of the vehicle from slipping out along the tangent direction of the arc and reduce safety hazards.

[0129] Step 2052: In response to first calculating that the slip ratio of the rear wheels of at least one vehicle is less than or equal to -10%, and then calculating that the slip ratio of the front wheels of at least one vehicle is less than or equal to -10%, the vehicle is determined to be in an oversteering state, and the direction of the rear wheel deflection is the same as that of the front wheel deflection.

[0130] In specific implementation, by determining that the slip ratio of the vehicle wheels meets the following conditions, first calculate that the slip ratio of at least one vehicle's rear wheels is less than or equal to -10%, and then calculate that the slip ratio of at least one vehicle's front wheels is less than or equal to -10%. This determines that the vehicle is in an oversteering state, and determines that the deflection direction of the rear wheels is the same as that of the front wheels. This is used to calculate the deflection angle of the rear wheels in subsequent steps. The rear wheels are then controlled to adjust according to the deflection direction of the front wheels and the deflection angle of the rear wheels to prevent the rear of the vehicle from slipping out along the tangent direction of the arc, thereby reducing safety hazards.

[0131] Step 2053: Determine the rear wheel deflection direction based on the slip ratio of the vehicle wheels.

[0132] In practice, the deflection direction of the vehicle's rear wheels is determined by calculating the wheel slip ratio. This deflection direction includes deflection in the opposite direction to the front wheels and deflection in the same direction as the front wheels. In response to determining that the vehicle is in an understeer state based on the wheel slip ratio, the rear wheel deflection direction is determined to be in the opposite direction to the front wheels; in response to determining that the vehicle is in an oversteer state based on the wheel slip ratio, the rear wheel deflection direction is determined to be in the same direction as the front wheels, resulting in more accurate judgments.

[0133] Step 206: Obtain the front wheel deflection angle.

[0134] In practice, the front wheel steering angle information of the vehicle is obtained through the vehicle steering wheel. The front wheel steering angle information includes the front wheel deflection angle, which is used to calculate the rear wheel deflection angle later.

[0135] In some embodiments, step 206 specifically includes:

[0136] Step 2061: Obtain the first rear wheel deflection angle based on the ideal center of gravity sideslip angle.

[0137] In specific implementation, the vehicle's center of gravity sideslip angle function is calculated based on a two-degree-of-freedom vehicle model algorithm. The rear wheel deflection angle is then calculated based on the front wheel deflection angle and the calculated center of gravity sideslip angle function, resulting in the first rear wheel deflection angle. Through this scheme, the vehicle's center of gravity sideslip angle function is calculated using a two-degree-of-freedom vehicle model algorithm. The first rear wheel deflection angle is then calculated based on the obtained front wheel deflection angle and the calculated center of gravity sideslip angle function. The calculation result is more accurate, and together with the rear wheel deflection direction obtained in the previous steps, it achieves control of the vehicle's rear wheels, improving driving safety.

[0138] Step 2062: Obtain the second rear wheel deflection angle based on the ideal yaw rate.

[0139] In specific implementation, the vehicle yaw rate function is calculated based on a two-degree-of-freedom vehicle model algorithm. The rear wheel deflection angle is then calculated based on the front wheel deflection angle and the vehicle yaw rate function, resulting in the second rear wheel deflection angle. This approach, using the two-degree-of-freedom vehicle model algorithm to calculate the vehicle yaw rate function and then using the obtained front wheel deflection angle and the calculated yaw rate function to calculate the second rear wheel deflection angle, yields more accurate results.

[0140] Step 207: The first rear wheel deflection angle and the second rear wheel deflection angle are weighted and calculated to obtain the rear wheel deflection angle.

[0141] In specific implementation, when the vehicle is moving, preferably when it is turning, the centripetal force causes the tires to experience additional lateral force, resulting in a tire slip angle. This, in turn, affects the vehicle's yaw rate and center-of-gravity slip angle. The first and second rear wheel deflection angles are obtained using the vehicle's center-of-gravity slip angle function and yaw rate function. These two angles are then weighted and calculated to obtain the final rear wheel deflection angle. This scheme considers both the vehicle's center-of-gravity slip angle and yaw rate as important parameters, controlling them within a stable operating range. Together with the rear wheel deflection direction obtained in the previous steps, this controls the rear wheels, improving driving stability and reducing safety risks.

[0142] Step 208: Control the rear wheels of the vehicle according to the rear wheel deflection direction and the rear wheel deflection angle.

[0143] In practice, the rear wheel deflection direction and the rear wheel deflection angle are sent to the controller. The controller controls the rear wheels of the vehicle based on the control information, which includes the rear wheel deflection direction and the rear wheel deflection angle. This improves driving smoothness and reduces safety risks during driving.

[0144] Based on the same inventive concept, in response to the vehicle being in a braking state, another embodiment of this disclosure in an application scenario is as follows: Figure 3 As shown, it includes:

[0145] Step 301: Obtain vehicle information.

[0146] In practice, vehicle information is monitored and acquired through the ECU (Electronic Control Unit). This information includes basic vehicle information, operational information, and front wheel steering angle information. The basic vehicle information includes vehicle weight and tire information, while the operational information includes steering angle, speed, and gear position. The front wheel steering angle information is obtained via the steering wheel. This approach, based on the acquired vehicle information, improves the accuracy of subsequent steps in determining the rear wheel steering direction.

[0147] Step 302: Determine the vehicle's gear information.

[0148] In practice, vehicle gear information is obtained through sensors inside the vehicle, including drive (D) and reverse (R) gears, which serves as the basis for determining the direction of the vehicle's rear wheel deflection.

[0149] Step 303: Determine the vehicle's operating status based on the vehicle's longitudinal acceleration information.

[0150] In specific implementation, the vehicle contains a vehicle speed sensor. The vehicle speed sensor collects the vehicle's longitudinal speed, and the longitudinal acceleration is calculated based on the acquired longitudinal speed. The vehicle's operating state is determined based on the longitudinal acceleration information, which includes both driving and braking states. Using the above scheme, the vehicle's operating state is determined based on the longitudinal acceleration information. In subsequent steps, in response to the vehicle's operating state being driving, the wheel slip ratio is calculated; in response to the vehicle's operating state being braking, the wheel slip ratio is calculated to determine the direction of rear wheel deflection.

[0151] Step 304: Calculate the slip ratio of the vehicle wheels.

[0152] In specific implementation, vehicle information is acquired through sensors, including wheel speed, tire rolling radius, longitudinal vehicle speed, gear information, and vehicle acceleration information. The vehicle includes wheel speed sensors and a vehicle speed sensor. The wheel speed sensors collect wheel speed, and the vehicle speed sensor collects the vehicle's longitudinal speed. A tire rolling radius map is obtained based on a drum test, and the tire rolling radius is determined based on tire pressure and vehicle speed information. The slip ratio or rotation ratio of the vehicle wheels is calculated based on the above vehicle information, and the rear wheel deflection direction is determined based on the calculated slip ratio. The slip ratio of the vehicle wheels is calculated using the following formula:

[0153] K=(u-ω·R) / u

[0154] Where K is the slip ratio 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.

[0155] Step 305: Determine the direction of rear wheel deflection based on the slip ratio of the vehicle wheels.

[0156] In practice, the vehicle state is determined based on the calculated slip ratio of the vehicle wheels. The vehicle state refers to the current operating state of the vehicle, including understeer and oversteer. According to the above scheme, the rear wheel deflection direction is determined by the calculated slip ratio, which, together with the rear wheel deflection angle obtained in the following steps, achieves control of the vehicle's rear wheels. The judgment result is more accurate, improving driving safety.

[0157] In some embodiments, step 305 specifically includes:

[0158] Step 3051: In response to calculating that at least one vehicle's front wheel slip ratio is greater than or equal to 10% and the vehicle's rear wheel slip ratio is equal to 10%, the vehicle is determined to be in an understeering state, and the rear wheel deflection direction is opposite to that of the front wheels.

[0159] In specific implementation, by determining that the slip ratio of the vehicle wheels meets the following conditions, at least one vehicle's front wheel slip ratio is greater than or equal to 10%, and the vehicle's rear wheel slip ratio is equal to 10%, it is determined that the vehicle is in an understeering state. The direction of rear wheel deflection is determined to be opposite to that of the front wheels, so that the rear wheel deflection angle can be calculated in subsequent steps. The rear wheels are controlled to adjust according to the deflection direction opposite to that of the front wheels and the rear wheel deflection angle, so as to avoid the front of the vehicle from slipping out along the tangent direction of the arc and reduce safety hazards.

[0160] Step 3052: In response to calculating that at least one vehicle rear wheel slip ratio is greater than or equal to 10% and the vehicle front wheel slip ratio is equal to 10%, the vehicle is determined to be in an oversteering state, and the rear wheel deflection direction is the same as that of the front wheel.

[0161] In specific implementation, by determining that the slip ratio of the vehicle wheels meets the following conditions, at least one rear wheel slip ratio is greater than or equal to 10%, and the front wheel slip ratio is equal to 10%, the vehicle is determined to be in an oversteering state. The direction of rear wheel deflection is determined to be the same as that of the front wheels, so that the rear wheel deflection angle can be calculated in subsequent steps. The rear wheels are controlled to be adjusted according to the deflection direction of the front wheels and the rear wheel deflection angle to avoid the rear of the vehicle sliding out along the tangent direction of the arc, thereby reducing safety hazards.

[0162] Step 3053: Determine the rear wheel deflection direction based on the slip ratio of the vehicle wheels.

[0163] In practice, the deflection direction of the vehicle's rear wheels is determined by calculating the slip ratio of the vehicle's wheels. This deflection direction includes deflection in the opposite direction to the front wheels and deflection in the same direction as the front wheels. In response to determining that the vehicle is in an understeer state based on the vehicle's wheel slip ratio, the rear wheel deflection direction is determined to be in the opposite direction to the front wheels; in response to determining that the vehicle is in an oversteer state based on the vehicle's wheel slip ratio, the rear wheel deflection direction is determined to be in the same direction as the front wheels, resulting in more accurate judgments.

[0164] Step 306: Obtain the front wheel deflection angle.

[0165] In practice, the front wheel steering angle information of the vehicle is obtained through the vehicle steering wheel. The front wheel steering angle information includes the front wheel deflection angle, which is used to calculate the rear wheel deflection angle later.

[0166] In some embodiments, step 306 specifically includes:

[0167] Step 3061: Obtain the first rear wheel deflection angle based on the ideal center of gravity sideslip angle.

[0168] In specific implementation, the vehicle's center of gravity sideslip angle function is calculated based on a two-degree-of-freedom vehicle model algorithm. The rear wheel deflection angle is then calculated based on the front wheel deflection angle and the calculated center of gravity sideslip angle function, resulting in the first rear wheel deflection angle. Through this scheme, the vehicle's center of gravity sideslip angle function is calculated using a two-degree-of-freedom vehicle model algorithm. The first rear wheel deflection angle is then calculated based on the obtained front wheel deflection angle and the calculated center of gravity sideslip angle function. The calculation result is more accurate, and together with the rear wheel deflection direction obtained in the previous steps, it achieves control of the vehicle's rear wheels, improving driving safety.

[0169] Step 3062: Obtain the second rear wheel deflection angle based on the ideal yaw rate.

[0170] In specific implementation, the vehicle yaw rate function is calculated based on a two-degree-of-freedom vehicle model algorithm. The rear wheel deflection angle is then calculated based on the front wheel deflection angle and the vehicle yaw rate function, resulting in the second rear wheel deflection angle. This approach, using the two-degree-of-freedom vehicle model algorithm to calculate the vehicle yaw rate function and then using the obtained front wheel deflection angle and the calculated yaw rate function to calculate the second rear wheel deflection angle, yields more accurate results.

[0171] Step 307: The first rear wheel deflection angle and the second rear wheel deflection angle are weighted and calculated to obtain the rear wheel deflection angle.

[0172] In specific implementation, when the vehicle is moving, preferably when it is turning, the centripetal force causes the tires to experience additional lateral force, resulting in a tire slip angle. This, in turn, affects the vehicle's yaw rate and center-of-gravity slip angle. The first and second rear wheel deflection angles are obtained using the vehicle's center-of-gravity slip angle function and yaw rate function. These two angles are then weighted and calculated to obtain the final rear wheel deflection angle. This scheme considers both the vehicle's center-of-gravity slip angle and yaw rate as important parameters, controlling them within a stable operating range. Together with the rear wheel deflection direction obtained in the previous steps, this controls the rear wheels, improving driving stability and reducing safety risks.

[0173] Step 308: Control the rear wheels of the vehicle according to the rear wheel deflection direction and the rear wheel deflection angle.

[0174] In practice, the rear wheel deflection direction and the rear wheel deflection angle are sent to the controller. The controller controls the rear wheels of the vehicle based on the control information, which includes the rear wheel deflection direction and the rear wheel deflection angle. This improves driving smoothness and reduces safety risks during driving.

[0175] Based on the same inventive concept, corresponding to any of the above embodiments, this disclosure also provides a rear-wheel-based vehicle control system.

[0176] refer to Figure 4 , Figure 4 The rear-wheel-based vehicle control system, as exemplified in this embodiment, includes:

[0177] The information acquisition module 401 is configured to acquire vehicle information, determine the rear wheel deflection direction based on the vehicle information, and obtain the rear wheel deflection direction.

[0178] Angle calculation module 402 is configured to acquire front wheel steering angle information, determine a first rear wheel deflection angle based on the vehicle's center of gravity sideslip angle using the front wheel steering angle information, and determine a second rear wheel deflection angle based on the front wheel steering angle information and the vehicle's yaw rate.

[0179] The rear wheel control module 403 is configured to control the rear wheels of the vehicle based on the rear wheel deflection direction and the rear wheel steering angle.

[0180] In some embodiments, the angle calculation module 402 specifically includes:

[0181] The function calculation unit is configured to obtain the vehicle center of gravity sideslip angle function according to the vehicle two-degree-of-freedom model algorithm. The vehicle center of gravity sideslip angle function contains multiple parameter information, wherein the center of gravity sideslip angle is one of the multiple parameter information.

[0182] The function calculation unit is configured to determine that the plurality of parameter information meets preset conditions, and to determine the rear wheel steering angle relationship function based on the vehicle center of gravity sideslip angle function;

[0183] The first angle calculation unit is configured to calculate the first rear wheel deflection angle based on the rear wheel steering angle relationship function;

[0184] The second angle calculation unit is configured to obtain the vehicle yaw rate function based on the vehicle two-degree-of-freedom model algorithm, and to calculate the rear wheel deflection angle of the vehicle based on the yaw rate function to obtain the second rear wheel deflection angle.

[0185] The rear wheel angle calculation unit is configured to perform a weighted calculation of the first rear wheel deflection angle and the second rear wheel deflection angle to obtain the rear wheel deflection angle.

[0186] In some embodiments, the function computation unit specifically includes:

[0187] The function computation subunit is configured to obtain the vehicle's center of gravity sideslip angle function based on the vehicle's two-degree-of-freedom model algorithm, expressed as:

[0188]

[0189] Where m is the vehicle mass, a is the distance from the center of gravity to the front axle, b is the distance from the center of gravity to the rear axle, k1 is the lateral stiffness of the front axle, k2 is the lateral stiffness of the rear axle, δ1 is the front wheel yaw angle, δ2 is the rear wheel yaw angle, and I... z This represents the rotational inertia of the entire vehicle.

[0190] The relationship function calculation subunit is configured to determine the rear wheel steering angle relationship function based on the vehicle's center of gravity sideslip angle function, wherein the multiple parameter information satisfies preset conditions including: the center of gravity sideslip angle is zero and the acceleration is zero; the rear wheel steering angle relationship function is determined as follows:

[0191]

[0192] Where, δ2| β＝0 β is the first rear wheel deflection angle, and β is the center of gravity sideslip angle. For acceleration;

[0193] Based on the vehicle center of gravity sideslip angle function, the multiple parameter information satisfying preset conditions include: the center of gravity sideslip angle is zero, the yaw rate of change is zero, and the acceleration is zero; the rear wheel steering angle relationship function is determined as follows:

[0194]

[0195] In some embodiments, the second angle calculation unit specifically includes:

[0196] The function calculation subunit is configured such that the magnitude of the center-of-gravity sideslip angle is the ratio of the lateral velocity to the longitudinal velocity, and the rate of change of the yaw rate is zero, the acceleration is zero, and the rear wheel deflection angle is zero. Based on the vehicle center-of-gravity sideslip angle function, the vehicle yaw rate function is determined:

[0197]

[0198] Based on the vehicle yaw rate function, the ideal yaw rate is obtained, which is expressed as:

[0199]

[0200] Where K is the stability factor, The ideal yaw rate is given by L, where L is the front and rear wheelbase, and L = a + b.

[0201] An angle calculation subunit is configured to calculate the rear wheel deflection angle of the vehicle based on the ideal yaw rate to obtain the second rear wheel deflection angle.

[0202] In some embodiments, the angle calculation subunit is specifically configured to perform calculations on the vehicle yaw rate and the ideal yaw rate to obtain the second rear wheel deflection angle, expressed as:

[0203]

[0204] Where, δ2| ω K is the second rear wheel deflection angle. ω The yaw rate feedback control coefficient is set in advance. The ideal yaw rate is given.

[0205] In some embodiments, the rear wheel angle calculation unit specifically includes:

[0206] The weighted calculation subunit is configured to calculate the rear wheel deflection angle by taking the weights of the first rear wheel deflection angle and the second rear wheel deflection angle, as follows:

[0207] δ 2总 =ξ1*δ2| β＝0 +ξ2*δ2|ω

[0208] ξ1+ξ2=1

[0209] Where, δ 2总 ξ1 and ξ2 are the rear wheel steering angles, and weighting coefficients.

[0210] For ease of description, the above apparatus is described in terms of its functions, divided into various modules. Of course, in implementing this disclosure, the functions of each module can be implemented in one or more software and / or hardware.

[0211] The apparatus described above is used to implement the corresponding mapper file processing method in any of the foregoing embodiments, and has the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0212] Based on the same inventive concept, corresponding to the methods of any of the above embodiments, this 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 the processor executes the program to implement the rear-wheel-based vehicle control method described in any of the above embodiments.

[0213] Figure 5This embodiment illustrates a more specific hardware structure of an electronic device, which may include a processor 1010, a memory 1020, an input / output interface 1030, a communication interface 1040, and a bus 1050. The processor 1010, memory 1020, input / output interface 1030, and communication interface 1040 are interconnected internally via the bus 1050.

[0214] The processor 1010 can be implemented using a general-purpose CPU (Central Processing Unit), microprocessor, 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.

[0215] The memory 1020 can be implemented in the form of ROM (Read Only Memory), RAM (Random Access Memory), static storage device, dynamic storage device, etc. The memory 1020 can store the operating system and other applications. When the technical solutions provided in the embodiments of this specification are implemented by software or firmware, the relevant program code is stored in the memory 1020 and is called and executed by the processor 1010.

[0216] The input / output interface 1030 is used to connect input / output modules to realize information input and output. Input / output modules can be configured as components within the device (not shown in the figure) or externally connected to the device to provide corresponding functions. Input devices may include keyboards, mice, touchscreens, microphones, various sensors, etc., while output devices may include displays, speakers, vibrators, indicator lights, etc.

[0217] The communication interface 1040 is used to connect a communication module (not shown in the figure) to enable communication between this device and other devices. The communication module can communicate via wired means (such as USB, Ethernet cable, etc.) or wireless means (such as mobile network, WIFI, Bluetooth, etc.).

[0218] Bus 1050 includes a pathway for transmitting information between various components of the device, such as processor 1010, memory 1020, input / output interface 1030, and communication interface 1040.

[0219] It should be noted that although the above-described device only shows the processor 1010, memory 1020, input / output interface 1030, communication interface 1040, and bus 1050, in specific implementations, the device may also include other components necessary for normal operation. Furthermore, those skilled in the art will understand that the above-described device may only include the components necessary for implementing the embodiments of this specification, and not necessarily all the components shown in the figures.

[0220] The electronic devices described above are used to implement the corresponding rear-wheel-based vehicle control methods in any of the foregoing embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0221] Based on the same inventive concept, corresponding to the methods of any of the above embodiments, this disclosure also provides a non-transitory computer-readable storage medium storing computer instructions for causing the computer to execute the rear-wheel-based vehicle control method as described in any of the above embodiments.

[0222] 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, program modules, 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 technologies, CD-ROM, digital versatile optical disc (DVD) or other optical storage, magnetic tape, magnetic magnetic disk storage or other magnetic storage devices, or any other non-transfer medium that can be used to store information accessible by a computing device.

[0223] The computer instructions stored in the storage medium of the above embodiments are used to cause the computer to execute the rear-wheel-based vehicle 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.

[0224] Based on the same inventive concept, corresponding to the methods of any of the above embodiments, this application also provides a vehicle, including a rear-wheel-based vehicle control system, or electronic device, or storage medium as described in the above embodiments, wherein the vehicle device implements the rear-wheel-based vehicle control method described in any of the above embodiments.

[0225] The vehicle described in the above embodiments is used to implement the rear-wheel-based vehicle control method described in any of the foregoing embodiments, and has the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0226] Those skilled in the art should understand that the discussion of any of the above embodiments is merely exemplary and is not intended to imply that the scope of this disclosure (including the claims) is limited to these examples; within the framework of this disclosure, the technical features of the above embodiments or different embodiments can also be combined, the steps can be implemented in any order, and there are many other variations of different aspects of the embodiments of this disclosure as described above, which are not provided in detail for the sake of brevity.

[0227] Additionally, to simplify the description and discussion, and to avoid obscuring the embodiments of this disclosure, the provided drawings may or may not show well-known power / ground connections to integrated circuit (IC) chips and other components. Furthermore, the apparatus may be shown in block diagram form to avoid obscuring the embodiments of this disclosure, and this also takes into account the fact that the details of implementation of these block diagram apparatuses are highly dependent on the platform on which the embodiments of this disclosure will be implemented (i.e., these details should be fully understood by those skilled in the art). While specific details (e.g., circuitry) have been set forth to describe exemplary embodiments of this disclosure, it will be apparent to those skilled in the art that the embodiments of this disclosure may be implemented without these specific details or with variations thereof. Therefore, these descriptions should be considered illustrative rather than restrictive.

[0228] Although this disclosure has been described in conjunction with specific embodiments thereof, many substitutions, 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 be used with the embodiments discussed.

[0229] This disclosure is 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 this disclosure should be included within the scope of protection of this disclosure.

Claims

1. A method for controlling a rear-wheel-based vehicle, characterized by, The method comprises: acquiring vehicle information, determining a rear wheel deflection direction based on the vehicle information, and obtaining the rear wheel deflection direction; acquiring front wheel steering angle information, determining a first rear wheel deflection angle based on a vehicle center of mass side slip angle using the front wheel steering angle information; determining a second rear wheel deflection angle based on the front wheel steering angle information and a vehicle yaw rate; performing weighted processing on the first rear wheel deflection angle and the second rear wheel deflection angle to obtain a rear wheel deflection angle; controlling a vehicle rear wheel based on the rear wheel deflection direction and the rear wheel deflection angle; The method of acquiring vehicle information, determining a rear wheel deflection direction based on the vehicle information, and obtaining the rear wheel deflection direction comprises: acquiring vehicle information; determining a vehicle wheel slip ratio or slip rate based on the vehicle information; in response to at least one vehicle front wheel slip ratio meeting a first threshold range or slip rate meeting a second threshold range, a vehicle rear wheel slip ratio meeting a third threshold range or slip rate meeting a fourth threshold range, determining that the vehicle is in an understeering state, and the rear wheel deflection direction being opposite to the front wheel; or in response to at least one vehicle rear wheel slip ratio meeting a first threshold range or slip rate meeting a second threshold range, a vehicle front wheel slip ratio meeting a third threshold range or slip rate meeting a fourth threshold range, determining that the vehicle is in an oversteering state, and the rear wheel deflection direction being the same as the front wheel.

2. The method of claim 1, wherein, The method of acquiring front wheel steering angle information, determining a first rear wheel deflection angle based on a vehicle center of mass side slip angle using the front wheel steering angle information comprises: acquiring front wheel steering angle information, processing the front wheel steering angle information based on a rear wheel steering angle relationship function determined based on a vehicle two-degree-of-freedom model algorithm, and obtaining a first rear wheel deflection angle; wherein the rear wheel steering angle relationship function is obtained based on the vehicle two-degree-of-freedom model algorithm.

3. The method of claim 2, wherein, Before processing the front wheel steering angle information based on the rear wheel steering angle relationship function determined based on the vehicle center of mass side slip angle to obtain the first rear wheel deflection angle, the method further comprises: obtaining a vehicle center of mass side slip angle function based on the vehicle two-degree-of-freedom model algorithm, wherein the vehicle center of mass side slip angle function comprises a plurality of parameter information, and the center of mass side slip angle is one of the plurality of parameter information; determining that the plurality of parameter information meets a preset condition, and determining the rear wheel steering angle relationship function based on the vehicle center of mass side slip angle function.

4. The method of claim 3, wherein, The method of obtaining a vehicle center of mass side slip angle function based on the vehicle two-degree-of-freedom model algorithm comprises: obtaining a vehicle center of mass side slip angle function based on the vehicle two-degree-of-freedom model algorithm, and representing the vehicle center of mass side slip angle function as: ； wherein m is the mass of the vehicle, 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, Kf is the cornering stiffness of the front axle, Kf is the cornering stiffness of the front axle, is the front wheel steering angle, is the rear wheel steering angle, is the moment of inertia of the vehicle, u is the longitudinal vehicle speed, v is the lateral vehicle speed, is the vehicle acceleration, is the vehicle side slip angle, is the vehicle yaw rate, is the vehicle yaw rate change.

5. The method of claim 4, wherein, The method of determining that the plurality of parameter information meets a preset condition, and determining the rear wheel steering angle relationship function based on the vehicle center of mass side slip angle function comprises: the plurality of parameter information meeting the preset condition comprises that the center of mass side slip angle is zero and the acceleration is zero; and determining the rear wheel steering angle relationship function based on the vehicle center of mass side slip angle function, and representing the rear wheel steering angle relationship function as: ； wherein, is a first rear wheel deflection angle, is a mass center side slip angle, is an acceleration.

6. The method of claim 4, wherein, determining that the plurality of parameter information meets a preset condition, and determining the rear wheel steering angle relationship function based on the vehicle center of mass side slip angle function, comprises: The plurality of parameter information satisfying the preset condition includes: the vehicle center side slip angle is zero, the yaw rate change rate is zero, and the acceleration is zero; the vehicle center side slip angle function is determined according to the vehicle center side slip angle function, and is expressed as: 。 7. The method of claim 4, wherein, The second rear wheel deflection angle is determined based on the front wheel deflection information and the vehicle yaw rate, and includes: The size of the center side slip angle is the ratio of the lateral vehicle speed to the longitudinal vehicle speed, the yaw rate change rate is zero, the acceleration is zero, and the rear wheel deflection angle is zero; the vehicle yaw rate function is determined according to the vehicle center side slip angle function: ； The ideal yaw rate is obtained according to the vehicle yaw rate function, and the ideal yaw rate is expressed as: ； wherein K is a stability factor, , is the ideal yaw rate, L is the wheelbase, ; The second rear wheel deflection angle is obtained by processing the vehicle rear wheel deflection angle according to the ideal yaw rate.

8. The method of claim 7, wherein, The second rear wheel deflection angle is obtained by processing the vehicle rear wheel deflection angle according to the ideal yaw rate, and includes: The second rear wheel deflection angle is obtained by processing the vehicle yaw rate and the ideal yaw rate, and is expressed as: ； wherein, is a second rear wheel deflection angle, is a preset yaw rate feedback control coefficient, is the ideal yaw rate.

9. The method of claim 1, wherein, The rear wheel deflection angle is obtained by weighting the first rear wheel deflection angle and the second rear wheel deflection angle, and includes: The rear wheel deflection angle is obtained by weighting the first rear wheel deflection angle and the second rear wheel deflection angle, and is expressed as: ； ； wherein, is a rear wheel deflection angle, and is a weight coefficient.

10. A rear-wheel-based vehicle control system characterized by comprising: It includes: An information acquisition module configured to acquire vehicle information, determine a rear wheel deflection direction based on the vehicle information, and obtain the rear wheel deflection direction; An angle calculation module configured to acquire front wheel deflection information, determine a first rear wheel deflection angle based on vehicle center side slip angle using the front wheel deflection information; Determine a second rear wheel deflection angle based on the front wheel deflection information and the vehicle yaw rate; A rear wheel control module configured to control the vehicle rear wheel based on the rear wheel deflection direction and the rear wheel deflection angle; The vehicle information is acquired, the rear wheel deflection direction is determined based on the vehicle information, and the rear wheel deflection direction is obtained, and includes: Acquire vehicle information; Determine the slip rate or slip rate of the vehicle wheel according to the vehicle information; In response to at least one vehicle front wheel slip rate satisfying a first threshold range or slip rate satisfying a second threshold range, vehicle rear wheel slip rate satisfying a third threshold range or slip rate satisfying a fourth threshold range, determining that the vehicle is in understeering state, and the rear wheel deflection direction is opposite to the front wheel; or, In response to at least one vehicle rear wheel slip rate satisfying a first threshold range or slip rate satisfying a second threshold range, vehicle front wheel slip rate satisfying a third threshold range or slip rate satisfying a fourth threshold range, determining that the vehicle is in oversteering state, and the rear wheel deflection direction is the same as the front wheel.

11. An electronic device, comprising: The computer program stored in the memory and executable on the processor includes a memory, a processor, and a computer program stored in the memory and executable on the processor, and the processor executes the program to realize the rear wheel based vehicle control method according to any one of claims 1 to 9.

12. A non-transitory computer-readable storage medium, comprising: The non-transitory computer-readable storage medium stores computer instructions for causing a computer to execute the rear-wheel-based vehicle control method of any one of claims 1 to 9.

13. A vehicle characterized by comprising: The electronic device of claim 11 or the computer-readable storage medium of claim 12, or the rear-wheel-based vehicle control system of claim 10.

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