Vehicle control methods, devices and vehicles

Abstract

This application discloses a vehicle control method, device, and vehicle, belonging to the field of vehicle technology. It includes: acquiring the current driving parameters and current pitch angle of a target vehicle; determining whether the target vehicle is on an uphill road based on the current pitch angle; if the target vehicle is on an uphill road, determining a target steering angle coefficient based on the current driving parameters and current pitch angle; and controlling the target vehicle to adjust the steering angle of the rear wheels based on the target steering angle coefficient and the front wheel steering angle. This allows the target vehicle to continuously travel diagonally during the uphill climb, presenting an "S-shaped" driving route, thereby reducing the turning radius of the target vehicle, improving its agility during uphill climbs, and enabling the target vehicle to climb the hill faster along an ideal route. Furthermore, rotating the rear wheels at a certain angle increases wheel friction, making the target vehicle less prone to rolling backward, thus enabling the target vehicle to climb the hill faster.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to a vehicle control method, device and vehicle. Background Technology

[0002] With the development of science and technology and the advancement of technology, drivers have increasingly higher demands for vehicle comfort, safety, convenience, and driving pleasure. In order to meet the needs of drivers, vehicles are providing more and more functions to achieve different controls over the vehicle.

[0003] In specific scenarios, appropriate vehicle control can ensure safe and smooth driving. For example, when driving on a steep slope, the vehicle will struggle to move. In such cases, appropriate vehicle control can ensure a smooth passage. Summary of the Invention

[0004] This application provides a vehicle control method, device, vehicle, and storage medium, which can adjust the steering angle of the rear wheels of a vehicle when it is going uphill, thereby enabling the vehicle to climb the hill faster or get out of trouble more quickly, thus ensuring the normal operation of the vehicle. The technical solution is as follows:

[0005] In a first aspect, a vehicle control method is provided, the method comprising:

[0006] Obtain the target vehicle's current driving parameters and current pitch angle;

[0007] Determine whether the target vehicle is on an uphill road based on the current pitch angle;

[0008] When the target vehicle is on an uphill road, a target steering angle coefficient is determined based on the current driving parameters and the current pitch angle. The target steering angle coefficient is used to represent the angular ratio between the front wheel steering angle and the rear wheel steering angle of the target vehicle.

[0009] Based on the target steering angle coefficient and the front wheel steering angle of the target vehicle, the steering angle of the rear wheels of the target vehicle is adjusted.

[0010] In this application, the driving parameters and current pitch angle of the target vehicle are first obtained. Then, based on the current pitch angle, it is determined whether the target vehicle is on an uphill road, that is, whether the target vehicle is currently climbing. If the target vehicle is on an uphill road, it means that the target vehicle is currently climbing. Therefore, the target steering angle coefficient can be determined based on the current driving parameters and the current pitch angle, that is, the angular ratio between the front wheel steering angle and the rear wheel steering angle of the target vehicle. Then, based on the target steering angle coefficient and the front wheel steering angle, the steering angle of the rear wheels of the target vehicle can be adjusted. Thus, by controlling the rear wheel steering angle of the target vehicle when it is on an uphill road, the vehicle can continuously travel diagonally during the climb, presenting an "S-shaped" driving route. This also reduces the turning radius of the target vehicle, improves its agility during the climb, and allows the target vehicle to climb the hill faster along the ideal route. Furthermore, rotating the rear wheels at a certain angle increases the wheel friction, making the target vehicle less prone to rolling backward, thereby enabling the target vehicle to climb the hill faster.

[0011] Optionally, determining whether the target vehicle is on an uphill road based on the current pitch angle includes:

[0012] If the current pitch angle is greater than or equal to a first angle threshold, it is determined that the target vehicle is on an uphill road;

[0013] If the current pitch angle is less than the first angle threshold, it is determined that the target vehicle is not on an uphill road.

[0014] Optionally, when the target vehicle is on an uphill road, determining the target steering angle coefficient based on the current driving parameters and the current pitch angle includes:

[0015] When the target vehicle is on an uphill road, it is determined whether the current pitch angle is greater than a second angle threshold, and the second angle threshold is greater than the first angle threshold.

[0016] If the current pitch angle is greater than the second angle threshold, the target steering coefficient is determined based on the current driving parameters and the current pitch angle. The target steering coefficient is used to indicate that the front wheel steering angle is less than the rear wheel steering angle.

[0017] Optionally, the current driving parameters include the target vehicle's current speed and current yaw rate, and determining the target steering coefficient based on the current driving parameters and the current pitch angle includes:

[0018] Based on the current pitch angle, the current vehicle speed, and the current yaw rate, the target steering angle coefficient is obtained from the front and rear wheel steering angle coefficient table. The front and rear wheel steering angle coefficient table is used to indicate the angular ratio between the front wheel steering angle and the rear wheel steering angle under different pitch angles, different vehicle speeds, and different yaw rates.

[0019] Optionally, controlling the adjustment of the rear wheel steering angle of the target vehicle based on the target steering angle coefficient and the front wheel steering angle of the target vehicle includes:

[0020] Multiply the front wheel steering angle by the target steering angle coefficient to obtain the target angle;

[0021] The target vehicle is controlled to adjust the steering angle of its rear wheels to the target angle.

[0022] Optionally, the method further includes:

[0023] If the target vehicle is not on an uphill road, determine whether the target vehicle is stuck on the road surface based on the current driving parameters;

[0024] When the target vehicle is stuck on the road surface, the steps described above are performed: determining the target steering angle coefficient based on the current driving parameters and the current pitch angle; and controlling the target vehicle to adjust the steering angle of the rear wheels based on the target steering angle coefficient and the front wheel steering angle of the target vehicle, wherein the target steering angle coefficient is used to indicate that the front wheel steering angle of the target vehicle is less than or equal to the rear wheel steering angle.

[0025] Optionally, the current driving parameters include the current speed of the target vehicle, the current acceleration of the target vehicle, and the wheel speeds of the four wheels of the target vehicle. Determining whether the target vehicle is stuck in the road surface based on the current driving parameters includes:

[0026] The road adhesion coefficient of the target vehicle on the current driving surface is determined based on the current acceleration and gravitational acceleration.

[0027] Based on the current vehicle speed and the wheel speeds of the four wheels, determine whether at least two wheels of the target vehicle are slipping;

[0028] If the coefficient of friction of the current driving surface is within the range of the coefficient of friction of a muddy road surface, and the target vehicle has at least two wheels slipping, it is determined that the target vehicle is stuck on the road surface.

[0029] Optionally, the method further includes:

[0030] When the target vehicle is not on an uphill road, in response to the activation command of the lateral movement function in the target vehicle, based on the current driving parameters and the fault information of the target vehicle, the target vehicle is controlled to adjust the steering angle of the rear wheels to the steering angle of the front wheels.

[0031] Secondly, a vehicle control device is provided, the device comprising:

[0032] The acquisition module is used to acquire the current driving parameters and current pitch angle of the target vehicle;

[0033] The first determining module is used to determine whether the target vehicle is on an uphill road based on the current pitch angle;

[0034] The second determining module is used to determine a target steering angle coefficient based on the current driving parameters and the current pitch angle when the target vehicle is on an uphill road. The target steering angle coefficient is used to represent the angular ratio between the front wheel steering angle and the rear wheel steering angle of the target vehicle.

[0035] The first control module is used to control the target vehicle to adjust the steering angle of the rear wheels based on the target steering angle coefficient and the front wheel steering angle of the target vehicle.

[0036] Optionally, the first determining module is used to:

[0037] If the current pitch angle is greater than or equal to a first angle threshold, it is determined that the target vehicle is on an uphill road;

[0038] If the current pitch angle is less than the first angle threshold, it is determined that the target vehicle is not on an uphill road.

[0039] Optionally, the second determining module is used for:

[0040] When the target vehicle is on an uphill road, it is determined whether the current pitch angle is greater than a second angle threshold, and the second angle threshold is greater than the first angle threshold.

[0041] If the current pitch angle is greater than the second angle threshold, the target steering coefficient is determined based on the current driving parameters and the current pitch angle. The target steering coefficient is used to indicate that the front wheel steering angle is less than the rear wheel steering angle.

[0042] Optionally, the current driving parameters include the target vehicle's current speed and current yaw rate, and the second determining module is used for:

[0043] Based on the current pitch angle, the current vehicle speed, and the current yaw rate, the target steering angle coefficient is obtained from the front and rear wheel steering angle coefficient table. The front and rear wheel steering angle coefficient table is used to indicate the angular ratio between the front wheel steering angle and the rear wheel steering angle under different pitch angles, different vehicle speeds, and different yaw rates.

[0044] Optionally, the first control module is used to:

[0045] Multiply the front wheel steering angle by the target steering angle coefficient to obtain the target angle;

[0046] The target vehicle is controlled to adjust the steering angle of its rear wheels to the target angle.

[0047] Optionally, the device further includes:

[0048] The third determining module is used to determine whether the target vehicle is stuck on the road surface based on the current driving parameters, provided that the target vehicle is not on an uphill road.

[0049] An execution module is configured to, when the target vehicle is stuck on the road surface, perform the steps of determining a target steering angle coefficient based on the current driving parameters and the current pitch angle; and, based on the target steering angle coefficient and the front wheel steering angle of the target vehicle, control the target vehicle to adjust the steering angle of the rear wheels, wherein the target steering angle coefficient is used to indicate that the front wheel steering angle of the target vehicle is less than or equal to the rear wheel steering angle.

[0050] Optionally, the current driving parameters include the current speed of the target vehicle, the current acceleration of the target vehicle, and the wheel speeds of the four wheels of the target vehicle. The third determining module is used for:

[0051] The road adhesion coefficient of the target vehicle on the current driving surface is determined based on the current acceleration and gravitational acceleration.

[0052] Based on the current vehicle speed and the wheel speeds of the four wheels, determine whether at least two wheels of the target vehicle are slipping;

[0053] If the coefficient of friction of the current driving surface is within the range of the coefficient of friction of a muddy road surface, and the target vehicle has at least two wheels slipping, it is determined that the target vehicle is stuck on the road surface.

[0054] Optionally, the device further includes:

[0055] The second control module is used to, in response to an activation command for the lateral movement function in the target vehicle when the target vehicle is not on an uphill road, control the target vehicle to adjust the steering angle of the rear wheels to the same as the steering angle of the front wheels based on the current driving parameters and the fault information of the target vehicle.

[0056] Thirdly, a vehicle is provided, the vehicle comprising:

[0057] Memory, used to store executable program code;

[0058] A processor is configured to call and run the executable program code from the memory, causing the vehicle to perform the vehicle control method described above.

[0059] Fourthly, a computer-readable storage medium is provided, the computer-readable storage medium storing a computer program, which, when executed by a processor, implements the above-described vehicle control method.

[0060] Fifthly, a computer program product containing instructions is provided, which, when run on a computer, causes the computer to perform the steps of the vehicle control method described above.

[0061] It is understood that the beneficial effects of the second, third, fourth, and fifth aspects mentioned above can be found in the relevant descriptions in the first aspect above, and will not be repeated here. Attached Figure Description

[0062] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0063] Figure 1 This is a schematic diagram of a vehicle control method provided in an embodiment of this application;

[0064] Figure 2 This is a flowchart of a vehicle control method provided in an embodiment of this application;

[0065] Figure 3 This is a functional diagram illustrating a lateral movement function provided in an embodiment of this application;

[0066] Figure 4 This is a flowchart illustrating a lateral movement function provided in an embodiment of this application;

[0067] Figure 5 This is a flowchart of another vehicle control method provided in an embodiment of this application;

[0068] Figure 6 This is a schematic diagram of the structure of a vehicle control device provided in an embodiment of this application;

[0069] Figure 7 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application. Detailed Implementation

[0070] To make the objectives, technical solutions, and advantages of this application clearer, the embodiments of this application will be described in further detail below with reference to the accompanying drawings.

[0071] It should be understood that "multiple" as mentioned in this application refers to two or more. In the description of this application, unless otherwise stated, " / " indicates "or," for example, A / B can mean A or B; "and / or" in this document is merely a description of the relationship between related objects, indicating that three relationships can exist, for example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Furthermore, to facilitate a clear description of the technical solutions of this application, the terms "first," "second," etc., are used to distinguish identical or similar items with essentially the same function and effect. Those skilled in the art will understand that the terms "first," "second," etc., do not limit the quantity or execution order, and that "first," "second," etc., do not necessarily imply differences.

[0072] Before explaining the vehicle control method provided in the embodiments of this application, the application scenarios of the embodiments of this application will be described first.

[0073] Drivers encounter various driving scenarios while driving, such as turning, entering and exiting parking spaces, and parallel parking. For drivers with limited experience, parallel parking and entering / exiting parking spaces often require repeated adjustments to the vehicle before parking, which undoubtedly wastes parking time.

[0074] For example, in certain scenarios, such as on off-road terrain, if a vehicle encounters muddy surfaces, the mud is too soft to fully support its weight, causing the vehicle to get stuck and unable to move. Another example is when a vehicle is going uphill; due to gravity, it may roll backward, making it even more difficult to successfully climb the hill.

[0075] Therefore, this application provides a vehicle control method that can be applied to scenarios where vehicle control is required in specific driving situations. For example, this vehicle control method can be applied to scenarios where a vehicle needs to be controlled when climbing a steep slope.

[0076] For example, Figure 1 This is a schematic diagram of a vehicle control method. (See attached image) Figure 1 , Figure 1 Includes vehicle 101 and steep slope 102. Vehicle 101 travels on steep slope 102.

[0077] Specifically, the current driving parameters and pitch angle of vehicle 101 are first obtained. Based on the current pitch angle, it is determined whether vehicle 101 is on steep slope 102. Then, it is confirmed that vehicle 101 is on steep slope 102. In this case, a target steering angle coefficient can be determined based on the current driving parameters and pitch angle of vehicle 101. This target steering angle coefficient represents the angular ratio between the front wheel steering angle and the rear wheel steering angle of vehicle 101. Finally, based on the target steering angle coefficient and the front wheel steering angle of vehicle 101, the steering angle of the rear wheels of vehicle 101 can be adjusted.

[0078] Thus, by adjusting the steering angle of the rear wheels of vehicle 101, it can continuously travel diagonally during the uphill climb, presenting an "S-shaped" driving path. This reduces the turning radius of vehicle 101, improves its agility during uphill climbing, and allows it to climb along an ideal route. Furthermore, rotating the rear wheels at a certain angle increases wheel friction, making it less prone to rolling backward and enabling vehicle 101 to climb the hill more quickly.

[0079] The vehicle control method provided in the embodiments of this application will be explained in detail below.

[0080] Figure 2 This is a flowchart illustrating a vehicle control method provided in an embodiment of this application. This method can be applied to a vehicle controller. For example, when the vehicle is a gasoline-powered vehicle, the method can be applied to the vehicle's ECU (Electronic Control Unit). When the vehicle is an electric vehicle, the method can be applied to the vehicle's VCU (Vehicle Control Unit). When the vehicle is a hybrid vehicle, the method can be applied to the vehicle's HCU (Hybrid Control Unit). See [link to relevant documentation]. Figure 2 The method includes the following steps.

[0081] Step 201: Obtain the current driving parameters and current pitch angle of the target vehicle.

[0082] Optionally, the target vehicle can be a rear-wheel drive vehicle, meaning that the two rear wheels of the target vehicle can act as drive wheels to provide driving force to propel the vehicle. When the target vehicle turns, the two front wheels control the direction to achieve vehicle steering.

[0083] Optionally, the target vehicle can also be a four-wheel drive vehicle, meaning that all four wheels of the target vehicle can act as drive wheels to provide driving force to propel the vehicle. Optionally, the target vehicle can also be a part-time four-wheel drive vehicle, a full-time four-wheel drive vehicle, an on-demand four-wheel drive vehicle, etc. The embodiments of this application do not limit the type of target vehicle.

[0084] The current driving parameters of the target vehicle refer to the parameters generated by the target vehicle during its driving process, which are used to indicate the current driving status of the target vehicle. Optionally, the current driving parameters may include parameters such as the target vehicle's current speed, current gear, current yaw rate, and current steering wheel angle.

[0085] Optionally, the TCU (Transmission Control Unit) of the target vehicle can obtain the gear position signal of the target vehicle through the CAN (Controller Area Network) bus, thereby knowing the current gear position of the target vehicle.

[0086] Alternatively, the current speed of the target vehicle can be determined in any of the following ways.

[0087] Example 1: The target vehicle may be equipped with a vehicle speed sensor, so the current speed of the target vehicle can be obtained by the vehicle speed sensor.

[0088] Example 2: The current speed of the target vehicle can also be calculated using wheel speed conversion. Optionally, methods for calculating vehicle speed based on wheel speed include the average wheel speed method and the maximum wheel speed method. The average wheel speed method takes the average of the wheel speeds of the two rear wheels of the target vehicle as the vehicle speed; the maximum wheel speed method takes the maximum value of the wheel speeds of all four wheels of the target vehicle as the vehicle speed.

[0089] Example 3: The current speed of the target vehicle can also be obtained through another wheel speed conversion method. The specific calculation process is: Vehicle speed = Wheel circumference * Wheel speed. Here, wheel speed can be obtained through wheel speed sensors, and wheel circumference is an inherent parameter of the tire.

[0090] It should be understood that the above methods are merely illustrative examples, and the calculated vehicle speeds are not significantly different; all can be considered as the actual speed of the target vehicle. Any method used to calculate vehicle speed falls within the scope of protection of this application.

[0091] The target vehicle's current yaw rate is the vehicle's deflection about its vertical axis, which indicates the vehicle's stability. Optionally, the target vehicle's current yaw rate can be determined in any of the following ways.

[0092] Example 1: The target vehicle may be equipped with a yaw rate sensor, which can collect the current yaw rate of the target vehicle.

[0093] Example 2 shows that the current yaw rate can be determined by estimating the wheel speed difference. The specific estimation process is as follows: Yaw rate = (V1 - V2) / (A × cosθ). Where V1 is the wheel speed of the outer wheel of the target vehicle, V2 is the wheel speed of the inner wheel of the target vehicle, A is the distance between the wheels on the same axle of the target vehicle, and θ is the angle between the wheel and the direction of travel of the target vehicle, that is, the front wheel steering angle.

[0094] Of course, the yaw rate of the target vehicle can also be determined by other means, and this application embodiment does not limit this.

[0095] The current pitch angle is used to indicate the angle between the target vehicle and the horizontal plane.

[0096] Typically, an IMU (Inertial Measurement Unit) is installed on the chassis of the target vehicle. The IMU may include a three-axis gyroscope, so it can be used to detect the rotational attitude of the target vehicle in three-dimensional space. Thus, the IMU can detect the current pitch angle.

[0097] Step 202: Determine whether the target vehicle is on an uphill road based on the current pitch angle.

[0098] Normally, vehicles travel parallel to the road surface. Therefore, the target vehicle's current pitch angle can indicate the road's gradient, or the gradient of a slope. In other words, when the target vehicle is on an uphill road, the current pitch angle can indicate the gradient of that uphill road.

[0099] In this scenario, by determining whether the target vehicle is on an uphill road based on the current pitch angle, it can be determined whether the target vehicle is climbing a hill. This achieves automatic identification of whether the target vehicle is in an uphill scenario.

[0100] Step 202 can be performed as follows: if the current pitch angle of the target vehicle is greater than or equal to the first angle threshold, determine that the target vehicle is on an uphill road; if the current pitch angle is less than the first angle threshold, determine that the target vehicle is not on an uphill road.

[0101] The first angle threshold can be preset, and it can also be set by technicians according to actual needs. For example, the first angle threshold can be set based on the critical angle between flat ground and a slope. Since it is used to determine whether the target vehicle is on an uphill road, the first angle threshold can be set to a positive integer, such as 30°.

[0102] In this situation, if the target vehicle's current pitch angle is greater than or equal to the first angle threshold, it means that the angle between the target vehicle and the horizontal plane is large, exceeding the critical angle between flat ground and a slope. Furthermore, if the current pitch angle is positive, it means that the target vehicle is in a pitched-up state, which indicates that the target vehicle is currently on an uphill road.

[0103] When the target vehicle’s current pitch angle is less than the first angle threshold, it means that the angle between the target vehicle and the horizontal plane is small and has not exceeded the critical angle between flat ground and slope. Therefore, it can be concluded that the target vehicle is not currently on an uphill road.

[0104] Furthermore, if it is determined that the target vehicle is not on an uphill road, it can also respond to the command to activate the comfort mode of the lateral movement function in the target vehicle, and control the target vehicle to adjust the steering angle of the rear wheels to the steering angle of the front wheels based on the current driving parameters and the fault information of the target vehicle.

[0105] The lateral movement function is used to control the steering angle of the rear wheels of the target vehicle, allowing the target vehicle to move laterally or diagonally like a crab. This adjusts the turning radius of the target vehicle, thereby improving its agility when turning at low speeds and ultimately increasing its turning efficiency.

[0106] Optionally, the lateral movement function may include an active state, a standby state, a fault state, and an off state. The state of the lateral movement function can be determined based on the target vehicle's current driving parameters and fault information. When the lateral movement function is switched on, it may be in an active state, a standby state, or a fault state. In the active and standby states, the lateral movement function can operate normally to control the steering angle of the rear wheels. When the lateral movement function is in a fault state, it cannot operate normally, meaning it cannot control the steering angle of the rear wheels. When the lateral movement function is switched off, it will be in an off state, in which case the target vehicle's rear wheels will automatically return to center.

[0107] The driver can trigger the activation command for the lateral movement function in the target vehicle. Optionally, the driver can trigger it through clicking, swiping, gestures, motion sensing, or voice commands. For example, if the target vehicle has a switch with lateral movement functionality, turning on the switch can trigger the activation command for the lateral movement function.

[0108] In this situation, if the target vehicle is not on an uphill road, the driver can turn on the lateral movement function when they want to use it, and then control the target vehicle to adjust the steering angle of the rear wheels to the same as that of the front wheels.

[0109] Front wheel steering angle refers to the steering angle of the front wheels of a target vehicle. It should be understood that this front wheel steering angle includes directional information. That is, in addition to indicating the steering angle of the front wheels, the front wheel steering angle can also indicate direction. For example, a positive front wheel steering angle indicates that the front wheels of the target vehicle are turning to the left by a certain angle. A negative front wheel steering angle indicates that the front wheels of the target vehicle are turning to the right by a certain angle.

[0110] When the current driving parameters include the current vehicle speed, current gear, and current steering wheel angle, the operation of controlling the target vehicle to adjust the steering angle of the rear wheels to the steering angle of the front wheels based on the current driving parameters and the fault information of the target vehicle can be achieved in the following two possible situations.

[0111] In the first possible scenario, if there is no fault information for the rear wheel steering function in the fault information of the target vehicle, and the target vehicle is currently in a forward or reverse gear, if the current vehicle speed is less than or equal to the first vehicle speed threshold and greater than or equal to the second vehicle speed threshold, and / or the current steering wheel angle is less than or equal to the third angle threshold and greater than or equal to the fourth angle threshold, the target vehicle is controlled to adjust the steering angle of the rear wheels to the steering angle of the front wheels.

[0112] The fault information of the target vehicle refers to all information related to the faults of the target vehicle, including fault information of various components or functions in the target vehicle. For example, the fault information may include engine faults, tire faults, rear wheel steering function faults, etc.

[0113] The fault information of the rear wheel steering function refers to the fault information related to the rear wheel steering function of the target vehicle. The fault information of the rear wheel steering function is used to indicate that the rear wheel steering of the target vehicle has malfunctioned and cannot be steered normally.

[0114] When the above conditions are met, it can be determined that the lateral movement function is in standby mode. Therefore, when the lateral movement function is in standby mode, the target vehicle is controlled to adjust the steering angle of the rear wheels to the same as that of the front wheels.

[0115] Both the first and second speed thresholds can be preset, and can also be set by technicians according to actual needs. For example, the first speed threshold can be set relatively high, the second speed threshold can be set relatively low, and the first speed threshold can be greater than the second speed threshold. For instance, the first speed threshold can be set to 20, and the second speed threshold can be set to 10.

[0116] The third and fourth angle thresholds can also be preset, and these thresholds can be set by technical personnel according to actual needs. For example, the third angle threshold can be set relatively high, and the fourth angle threshold can be set relatively low, with the third angle threshold being greater than the fourth angle threshold. For instance, the third angle threshold can be set to 180°, and the fourth angle threshold can be set to 120°.

[0117] If the target vehicle's fault information does not include any fault information related to rear-wheel steering, it means the target vehicle has not received any fault information regarding rear-wheel steering, indicating that the rear-wheel steering is functioning correctly and can be controlled normally. Furthermore, if the target vehicle is currently in a forward or reverse gear, it means the target vehicle is currently moving forward or backward, i.e., it is currently in motion.

[0118] In this situation, if the current vehicle speed is less than or equal to the first speed threshold and greater than the second speed threshold, it indicates that the target vehicle's speed is not particularly low, but rather slightly high. However, the lateral movement function can still be used in this state to control the target vehicle to adjust the steering angle of the rear wheels to the same as that of the front wheels. Additionally, if the current steering wheel angle is less than or equal to the third angle threshold and greater than or equal to the fourth angle threshold, it indicates that the current steering wheel angle is not particularly low, but rather slightly high. The lateral movement function can also be used in this state to control the target vehicle to adjust the steering angle of the rear wheels to the same as that of the front wheels.

[0119] Thus, by controlling the target vehicle to adjust the steering angle of the rear wheels to the same as that of the front wheels under the above conditions, the front and rear wheels of the target vehicle can maintain the same angle, allowing the target vehicle to move laterally or diagonally like a crab, thereby improving the turning efficiency of the target vehicle.

[0120] Furthermore, when acquiring the target vehicle's current speed and current steering wheel angle, a first sign signal and a second sign signal can also be acquired. The first sign signal indicates whether the target vehicle's current speed is valid, that is, whether the target vehicle's current speed is its true speed. The second sign signal indicates whether the target vehicle's current steering wheel angle is valid, that is, whether the target vehicle's current steering wheel angle is its true steering wheel angle.

[0121] The first indicator signal can be either 1 or 0, where 1 indicates that the current vehicle speed is valid, and 0 indicates that the current vehicle speed is not valid. The second indicator signal can also be either 1 or 0, where 1 indicates that the current steering wheel angle is valid, and 0 indicates that the current steering wheel angle is not valid.

[0122] The first possible scenario is as follows: if there is no fault information for the rear wheel steering function in the fault information of the target vehicle, and the target vehicle is currently in a forward or reverse gear, if the first flag signal is 1, and the current vehicle speed is less than or equal to the first vehicle speed threshold and greater than or equal to the second vehicle speed threshold, and / or the second flag signal is 1, and the current steering wheel angle is less than or equal to the third angle threshold and greater than or equal to the fourth angle threshold, then control the target vehicle to adjust the steering angle of the rear wheels to the steering angle of the front wheels.

[0123] In this scenario, by first determining whether the current vehicle speed and the current steering wheel angle are valid, and then, if the current vehicle speed is valid, determining whether the current speed meets the conditions, or if the current steering wheel angle is valid, determining whether the current steering wheel angle meets the conditions, the accuracy of determining the standby state can be improved. This, in turn, enables precise control of the steering angle of the target vehicle's rear wheels.

[0124] Furthermore, when the lateral movement function is in standby mode, after controlling the target vehicle to adjust the steering angle of the rear wheels to the steering angle of the front wheels, the target vehicle can also be controlled to display the first reminder message.

[0125] The first alert message is used to remind users that using the lateral movement function is currently unsafe.

[0126] In the first scenario, the target vehicle's current speed is not particularly low, but rather slightly high, and the current steering wheel angle is also not particularly small, but rather slightly large. However, this meets the conditions for using the lateral movement function, allowing the rear wheels to maintain the same steering angle as the front wheels. However, this same steering angle makes the target vehicle overly agile, making it difficult for the driver to control. Therefore, a first warning message can be displayed to remind the driver that using the lateral movement function in this state is unsafe.

[0127] Optionally, in addition to controlling the target vehicle to display the first alert message, it can also control the target vehicle to broadcast the first alert message. In this case, the target vehicle does not need to look at the central control screen, thus ensuring driving safety.

[0128] In the second possible scenario, if there is no fault information for the rear wheel steering function in the fault information of the target vehicle, and the target vehicle is currently in a forward or reverse gear, if the current vehicle speed is less than the second vehicle speed threshold and the current steering wheel angle is less than the fourth angle threshold, the target vehicle is controlled to adjust the steering angle of the rear wheels to the steering angle of the front wheels.

[0129] When the above conditions are met, it can be determined that the lateral movement function is active. Therefore, when the lateral movement function is active, the target vehicle is controlled to adjust the steering angle of the rear wheels to the same as that of the front wheels.

[0130] If the target vehicle's fault information does not include any fault information related to rear-wheel steering, it means the target vehicle has not received any fault information regarding rear-wheel steering, indicating that the rear-wheel steering is functioning correctly and can be controlled normally. Furthermore, if the target vehicle is currently in a forward or reverse gear, it means the target vehicle is currently moving forward or backward, i.e., it is currently in motion.

[0131] In this situation, it can be determined whether the target vehicle's current speed and steering wheel angle meet the conditions for using the lateral movement function. Specifically, if the current speed is less than the second speed threshold and the current steering wheel angle is less than the fourth angle threshold, it means that the target vehicle's current speed and steering wheel angle are both relatively small. Therefore, the target vehicle will not be in an unsafe state when it is currently in the lateral movement function. Thus, the target vehicle's current driving state meets the conditions for using the lateral movement function, and subsequently, the target vehicle can be controlled to adjust the steering angle of the rear wheels to the same as that of the front wheels.

[0132] In this situation, by controlling the target vehicle to adjust the steering angle of the rear wheels to the same as that of the front wheels under the above conditions, the front and rear wheels of the target vehicle can travel at the same angle, so that the target vehicle can travel laterally or diagonally like a crab, thereby improving the turning efficiency of the target vehicle.

[0133] If the first and second sign signals are also obtained, the second possible scenario is as follows: if there is no fault information for the rear wheel steering function in the fault information of the target vehicle, and the current gear of the target vehicle is in forward or reverse gear, if both the first and second sign signals are 1, and the current vehicle speed is less than the second vehicle speed threshold, and the current steering wheel angle is less than the fourth angle threshold, then control the target vehicle to adjust the steering angle of the rear wheels to the steering angle of the front wheels.

[0134] This improves the accuracy of determining the activation state, thereby enabling precise control of the steering angle of the target vehicle's rear wheels.

[0135] It is worth noting that if the target vehicle's fault information includes a fault in the rear wheel steering function, and / or the current vehicle speed is greater than the first vehicle speed threshold, and / or the current steering wheel angle is greater than the third angle threshold, the rear wheels will be controlled to return to center, and the target vehicle will be controlled to display a second reminder message.

[0136] The second reminder message is used to alert you when you cannot control the change in steering angle of the rear wheels.

[0137] If the above conditions are met, it can be determined that the lateral movement function is in a faulty state. Therefore, when the lateral movement function is in a faulty state, the rear wheels are controlled to return to center, and the target vehicle is controlled to display a second reminder message.

[0138] If the target vehicle's fault information includes a rear-wheel steering function malfunction, it indicates that the rear-wheel steering function is faulty. Therefore, when the target vehicle attempts to control the rear wheels, they cannot steer normally. In this case, the lateral movement function cannot be used to control the target vehicle's rear wheels to return to center, and the target vehicle will display a second warning message to alert the user to the rear-wheel steering malfunction.

[0139] If the current vehicle speed exceeds the first speed threshold, it indicates that the target vehicle's current speed is too high. If the rear wheels are controlled to travel at the same angle as the front wheels in this situation, the target vehicle will become too maneuverable, potentially preventing the driver from making timely corrections and leading to unsafe driving. Therefore, the lateral movement function cannot be used in this case. Instead, the target vehicle's rear wheels should be straightened, and a second warning message should be displayed to alert the driver that the current speed is too high and the lateral movement function is not applicable.

[0140] If the current steering wheel angle exceeds the third angle threshold, it indicates that the target vehicle's current steering wheel angle is too large. If the rear wheels are controlled to have the same angle as the front wheels at this time, the steering angle of the target vehicle's rear wheels will also be large. This would make the target vehicle very agile, potentially deviating from the driver's expected trajectory, making it difficult for the driver to correct the vehicle in time and leading to unsafe driving. Therefore, the lateral movement function should not be used in this situation. Instead, the target vehicle's rear wheels should be controlled to return to center, and a second warning message should be displayed to remind the target vehicle that the current steering wheel angle is too large and the lateral movement function should not be used.

[0141] Thus, even if at least one of the above three conditions is not met, by controlling the rear wheels to return to center and displaying a second reminder message, the target vehicle can be driven in a safe state, ensuring driving safety.

[0142] The following examples illustrate the scenarios in which the lateral movement function can be applied. Optionally, the lateral movement function can be applied to any of the following scenarios. Of course, it can also be applied to other scenarios requiring turning, but this application embodiment does not limit this application.

[0143] Scenario 1: While the target vehicle is driving, other vehicles are closely following behind it, and there is an obstacle in front of it. The target vehicle is also quite close to the obstacle.

[0144] Scenario 1 is a scenario where the target vehicle is surrounded from both ends, meaning it cannot move forward or backward. Since vehicles typically have a larger turning radius when turning with their front wheels, in Scenario 1, the target vehicle may not be able to avoid the obstacle by turning its front wheels alone. Therefore, the target vehicle can be controlled to move laterally.

[0145] When the target vehicle is in Scenario 1, the driver can first control the front wheels of the target vehicle to turn a certain angle using the steering wheel. Then, the driver can activate the lateral movement function to trigger the activation command. At this point, it's necessary to first determine if the target vehicle's fault information includes a rear-wheel steering fault, and whether the target vehicle is currently in drive or reverse. If the target vehicle's fault information does not include a rear-wheel steering fault, and the target vehicle is currently in drive or reverse, further determination is needed to determine if the target vehicle's current speed and current steering wheel angle meet the conditions for the lateral movement function.

[0146] Taking a first vehicle speed threshold of 20, a second vehicle speed threshold of 10, a second angle threshold of 120°, and a third angle threshold of 180° as an example, the process of determining whether the current vehicle speed and current steering wheel angle of the target vehicle meet the conditions for lateral movement is explained.

[0147] In this case, it means determining whether the current vehicle speed is between 10 and 20 km / h, and / or whether the current steering wheel angle is between 120° and 180°. Alternatively, it means determining whether the current vehicle speed is less than 10 km / h and whether the current steering wheel angle is less than 120°.

[0148] When the current vehicle speed is less than 10 and the current steering wheel angle is less than 120°, the steering angle of the rear wheels of the target vehicle can be directly controlled to be the same as the steering angle of the front wheels.

[0149] When the current vehicle speed is greater than or equal to 10 and less than or equal to 20, and / or when the current steering wheel angle is greater than or equal to 120° and less than or equal to 180°, the steering angle of the rear wheels of the target vehicle can be controlled to be the same as that of the front wheels. Additionally, the target vehicle can be controlled to display a first warning message.

[0150] Thus, by controlling the steering angle of the rear wheels of the target vehicle to match the steering angle of the front wheels, the front and rear wheels of the target vehicle can travel at the same angle, enabling the vehicle to travel laterally or diagonally. This achieves control over the turning radius of the target vehicle, allowing it to avoid obstacles more quickly and easily, thereby improving the vehicle's turning performance.

[0151] Scenario 2: When parallel parking, the driver lacks experience and is unable to park the target vehicle in the parking space in a short time.

[0152] Since the lateral movement function controls the target vehicle to move laterally or diagonally like a crab, it can be used when the driver is unable to park the target vehicle in a parallel parking space.

[0153] When the target vehicle is in Scenario 2, the driver can first control the front wheels of the target vehicle to turn a certain angle using the steering wheel. Then, the driver can activate the lateral movement function to trigger the activation command. At this point, it's necessary to first determine if the target vehicle's fault information includes a rear-wheel steering fault, and whether the target vehicle is currently in drive or reverse. If the target vehicle's fault information does not include a rear-wheel steering fault, and the target vehicle is currently in drive or reverse, further determine if the target vehicle's current speed and current steering wheel angle meet the conditions for the lateral movement function. If the target vehicle's current speed and current steering wheel angle meet the conditions for the lateral movement function, the driver can directly control the steering angle of the target vehicle's rear wheels to be the same as the front wheel angle.

[0154] In this way, by controlling the steering angle of the rear wheels of the target vehicle to match the steering angle of the front wheels, the front and rear wheels of the target vehicle can travel at the same angle, enabling the target vehicle to travel laterally or diagonally. This allows the target vehicle to park in a parallel parking space more quickly, thus providing the driver with a more convenient parking method and improving the driver's experience.

[0155] Scenario 3: When the target vehicle is entering or exiting the parking space, if there are other vehicles nearby, the driver may lack experience and may not be able to complete the entry or exit operation in a short time.

[0156] When the target vehicle is in scenario 3, the driver can first slightly steer the front wheels using the steering wheel. Then, the driver can activate the lateral movement function to trigger its activation. At this point, it's necessary to first determine if the target vehicle's fault information includes a rear-wheel steering fault, and whether the vehicle is currently in drive or reverse. If the fault information does not include a rear-wheel steering fault, and the vehicle is currently in drive or reverse, further assessment is needed to determine if the vehicle's current speed and steering wheel angle meet the conditions for the lateral movement function. If the vehicle's current speed and steering wheel angle meet the conditions, the driver can directly control the rear wheels to turn at the same angle as the front wheels.

[0157] In this way, by controlling the steering angle of the rear wheels of the target vehicle to match the steering angle of the front wheels, the front and rear wheels of the target vehicle can travel at the same angle. This allows for control of the turning radius of the target vehicle, making it less likely to collide with adjacent vehicles when entering or exiting the parking space. Consequently, it provides the driver with a more convenient way to enter and exit the parking space, improving the driver's experience.

[0158] It is worth noting that when the steering angle of the rear wheels of the target vehicle is the same as that of the front wheels, image information can also be displayed on multimedia central control screens, HUD (Head-Up Display) and other display devices.

[0159] This image information is used to indicate the trajectory of the target vehicle's front and rear wheels when traveling at the current angle. In this case, when using the lateral movement function, the driver can visually see the subsequent trajectory of the target vehicle when the front and rear wheels are at the same angle. Thus, if the subsequent trajectory of the target vehicle is not as expected, the driver can correct the steering angle of the front wheels, thereby correcting the steering angle of the rear wheels, so that the subsequent trajectory of the target vehicle can achieve the desired effect.

[0160] For example, in scenario 1 above, the target vehicle can pass over obstacles in one go. In scenario 2, the target vehicle can park in a parallel parking space in one go. And in scenario 3, the target vehicle can enter and exit the parking space in one go. This improves the driving performance of the target vehicle, provides greater convenience for the driver, and enhances the driver experience.

[0161] To facilitate understanding, the following example illustrates the process of controlling the rear wheel steering angle of a target vehicle when the target vehicle is not on an uphill road. Figure 3 This is a functional diagram of a lateral movement function.

[0162] See Figure 3When the driver activates the lateral movement function on the target vehicle, the system determines whether the vehicle meets the conditions for using the lateral movement function based on parameters such as the vehicle's current speed, current steering wheel angle, fault information, and current gear. If the target vehicle meets the conditions for using the lateral movement function, the system can control the steering angle of the target vehicle's rear wheels to match that of the front wheels and display visual information. Additionally, when the target vehicle is in standby mode, a first reminder message can be displayed.

[0163] Specifically, Figure 4 This is a flowchart of a lateral movement function. See also... Figure 4 , Figure 4 This includes steps 401-410.

[0164] Step 401: Receive the driver's command to activate the lateral movement function switch and activate the lateral movement function.

[0165] Step 402: Determine if the rear-wheel steering function of the target vehicle is faulty. If the rear-wheel steering function of the target vehicle is not faulty, proceed to step 403. If the rear-wheel steering function of the target vehicle is faulty, proceed to step 410.

[0166] Specifically, it is determined whether there is a fault message for the rear-wheel steering function in the fault information of the target vehicle. If there is no fault message for the rear-wheel steering function in the fault information of the target vehicle, it is determined that the rear-wheel steering function of the target vehicle is not faulty, and then step 403 is executed. Otherwise, it is determined that the rear-wheel steering function of the target vehicle is faulty, and then step 410 is executed.

[0167] Step 403: Determine whether the target vehicle is currently in drive or reverse. If the target vehicle is currently in drive or reverse, proceed to step 404. If the target vehicle is not currently in drive or reverse, proceed to step 410.

[0168] Step 404: Determine whether the target vehicle's current speed is less than the second speed threshold. If the target vehicle's current speed is less than the second speed threshold, proceed to step 405. If the target vehicle's current speed is greater than or equal to the second speed threshold, proceed to step 407.

[0169] Step 405: Determine whether the current steering wheel angle of the target vehicle is less than the fourth angle threshold. If the current steering wheel angle of the target vehicle is less than the fourth angle threshold, proceed to step 406. If the current steering wheel angle of the target vehicle is greater than or equal to the fourth angle threshold, proceed to step 408.

[0170] Step 406: Control the rear wheels to be at the same angle as the front wheels, that is, control the steering angle of the rear wheels of the target vehicle to be the same as the steering angle of the front wheels.

[0171] Step 407: If the target vehicle's current speed is greater than or equal to the second speed threshold, determine if the current speed is less than or equal to the first speed threshold. If the current speed is less than or equal to the first speed threshold, proceed to step 409. If the current speed is greater than the first speed threshold, proceed to step 410.

[0172] Step 408: If the current steering wheel angle of the target vehicle is greater than or equal to the fourth angle threshold, determine whether the current steering wheel angle is less than or equal to the third angle threshold. If the current steering wheel angle is less than or equal to the third angle threshold, continue to execute step 409. If the current steering wheel angle is greater than the third angle threshold, execute step 410.

[0173] Step 409: Display a first alert message to remind the driver that it is unsafe for the target vehicle to perform lateral movement under the current conditions.

[0174] Step 410: Exit the lateral movement function and display a second reminder message to remind the driver that the lateral movement function cannot be used.

[0175] In this way, the above operations can be used to control the rear wheels and front wheels of the target vehicle to travel at the same angle when the target vehicle is not on an uphill road but in a special scenario. This can reduce the turning radius of the target vehicle and thus improve the driving experience of the driver in special scenarios.

[0176] Step 203: When the target vehicle is on an uphill road, determine the target steering angle coefficient based on the current driving parameters and the current pitch angle. The target steering angle coefficient is used to represent the angle ratio between the front wheel steering angle and the rear wheel steering angle of the target vehicle.

[0177] The target steering angle coefficient can refer to the ratio of the front wheel steering angle to the rear wheel steering angle of the target vehicle in order to make the vehicle climb the hill faster, given the current vehicle speed, current gradient, and current yaw rate.

[0178] When the target vehicle is on an uphill road, it indicates that the target vehicle is prone to rolling backward during the uphill process. Therefore, the target vehicle needs to be controlled accordingly. Thus, the target turning angle coefficient can be determined based on the current driving parameters and the current pitch angle.

[0179] Optionally, if the current driving parameters include the target vehicle's current speed and current yaw rate, step 203 can be performed by obtaining the target steering coefficient from the front and rear wheel steering coefficient table based on the current pitch angle, current speed, and current yaw rate.

[0180] The front and rear wheel steering angle coefficient table is used to indicate the angular ratio between the front wheel steering angle and the rear wheel steering angle of a target vehicle under different pitch angles (different slopes), different vehicle speeds, and different yaw rates.

[0181] Optionally, the front and rear wheel steering angle coefficient tables can be calibrated in advance by technicians based on experimental data.

[0182] Different pitch angles indicate different gradients on uphill roads, different vehicle speeds indicate the speed of a target vehicle, and different yaw rates indicate the stability of a target vehicle. Therefore, the steering angle coefficients calibrated under different gradients, vehicle speeds, and yaw rates are steering angle coefficients that can ensure the stability and safety of the target vehicle. Consequently, when the target vehicle is subsequently controlled based on the target steering angle coefficients, the stability and safety of the target vehicle can be guaranteed.

[0183] Specifically, in the experiment, technicians set different vehicle speeds, pitch angles (different slopes), and yaw rates, causing the vehicle to travel on slopes of varying gradients at different speeds and yaw rates. Subsequently, at the same speed, yaw rate, and slope, comparative experiments were conducted by setting different angle ratios between the front and rear wheel steering angles. The angle ratio at which the vehicle could quickly climb the slope was then determined as the angle ratio between the front and rear wheel steering angles at that specific speed, yaw rate, and slope.

[0184] In addition, it should be understood that in order to ensure that the vehicle can climb hills quickly, the angle ratio between the front wheel angle and the rear wheel angle in the front and rear wheel angle coefficient table can be set to a value greater than 1. That is, to ensure that the rear wheel angle is greater than the front wheel angle. In this way, the steering flexibility of the target vehicle can be improved when the target vehicle is driving on a continuous slope, so that the target vehicle can climb hills faster.

[0185] For example, Table 1 shows the front and rear wheel steering angle coefficients. Table 1 includes the angular ratio between the front and rear wheel steering angles for different vehicle speed ranges, different yaw rate ranges, and different pitch angles (different slopes). For instance, if the target vehicle's current speed is 15, its current yaw rate is 10, and its current pitch angle (slope) is 60°, then the target steering angle coefficient can be obtained as 1.3 from the front and rear wheel steering angle coefficients in Table 1.

[0186] Table 1

[0187] Speed yaw rate slope Rotation coefficient [0,10) [0,5) 60° 1.3 [10,20) [5,10) 45° 1.5 [10,20) [5,10) 60° 1.8 …… …… …… ……

[0188] The embodiments of this application use Table 1 above as an example to illustrate the front and rear wheel steering angle coefficient table, and do not constitute a limitation on the embodiments of this application.

[0189] Optionally, if the target vehicle is on an uphill road, the target turning angle coefficient can be determined based on the current driving parameters and the current pitch angle if the uphill road is steep.

[0190] On an uphill road, if the slope is gentle, the target vehicle experiences greater support force while going uphill, making it less likely to roll backward. Conversely, on a steep slope, due to the greater gradient, the target vehicle experiences less support force while going uphill, making it more prone to rolling backward. Therefore, further, when the uphill road is steep, the target steering angle coefficient can be determined based on the current driving parameters and the current pitch angle for subsequent appropriate control of the target vehicle.

[0191] Specifically, when the target vehicle is on an uphill road, it is determined whether the current pitch angle is greater than the second angle threshold; if the current pitch angle is greater than the second angle threshold, the target steering angle coefficient is determined based on the current driving parameters and the current pitch angle.

[0192] The second angle threshold can be preset and set by technicians according to actual needs. Furthermore, the second angle threshold is greater than the first angle threshold. For example, the second angle threshold can be set relatively large, such as 45°.

[0193] In this case, if the current pitch angle is greater than the second angle threshold, it means that the target vehicle's current pitch angle is very large, which means that the slope of the slope where the target vehicle is located is very steep. Therefore, the target vehicle is likely on a steep slope. In this case, the target turning angle coefficient can be determined based on the current driving parameters and the current pitch angle.

[0194] Thus, when the target vehicle is determined to be on a steep slope, the target steering coefficient is determined based on the current driving parameters and the current pitch angle, thereby enabling precise control of the vehicle.

[0195] Optionally, if the current pitch angle is less than or equal to the second angle threshold, the rear wheels of the target vehicle can be controlled to return to center.

[0196] If the current pitch angle is less than or equal to the second angle threshold, it means that the target vehicle's current pitch angle is small, which means that the slope of the slope where the target vehicle is located is small. This indicates that the target vehicle is currently on a slope with a small slope and not on a steep slope. Therefore, the target vehicle may not roll backward on this uphill road, and at this time, the rear wheels of the target vehicle can be controlled to return to center.

[0197] Thus, if the target vehicle is not currently on a steep slope, the target turning angle coefficient is uncertain, meaning that no corresponding control is applied to the target vehicle, thereby saving the processing resources of the target vehicle.

[0198] Step 204: Based on the target steering angle coefficient and the front wheel steering angle of the target vehicle, control the target vehicle to adjust the steering angle of the rear wheels.

[0199] Since driving uphill is more strenuous for the target vehicle compared to driving on flat ground, the target turning angle coefficient can indicate that the front wheel turning angle is less than the rear wheel turning angle. Therefore, by subsequently controlling the rear wheel turning angle to be greater than the front wheel turning angle, the turning radius of the target vehicle can be reduced, thereby improving the vehicle's steering agility and ensuring that the vehicle can climb hills more quickly.

[0200] In this scenario, by adjusting the steering angle of the rear wheels of the target vehicle based on the target steering angle coefficient and the front wheel steering angle, the target vehicle can continuously travel diagonally, presenting an "S-shaped" driving route. This reduces the turning radius of the target vehicle, improves its agility when climbing hills, and allows it to climb hills faster along the ideal route. Furthermore, adjusting the steering angle of the rear wheels also increases wheel friction, making the target vehicle less prone to rolling backward, thus enabling it to climb hills more quickly.

[0201] Optionally, step 204 can be performed as follows: if there is no fault information regarding the rear wheel steering function of the target vehicle, control the target vehicle to adjust the steering angle of the rear wheels based on the target steering angle coefficient and the front wheel steering angle of the target vehicle.

[0202] If there is no fault information regarding the rear wheel steering function in the target vehicle, that is, if there is no fault information related to the rear wheel steering function in the fault information of the target vehicle, it means that the rear wheel steering function of the target vehicle is not faulty. In this case, the target vehicle can be controlled normally to adjust the steering angle of the rear wheels.

[0203] In this way, the vehicle can be controlled to adjust the steering angle of the rear wheels only when there is no fault information in the rear wheel steering function. This can ensure normal control of the steering angle of the rear wheels and avoid the problem of the vehicle rolling backward due to the inability to control the steering angle of the rear wheels.

[0204] Specifically, step 204 can be performed by multiplying the front wheel steering angle by the target steering angle coefficient to obtain the target angle; and controlling the target vehicle to adjust the steering angle of the rear wheels to the target angle.

[0205] Since the target steering angle coefficient is the ratio between the front wheel steering angle and the rear wheel steering angle of the target vehicle, the target angle, which is the steering angle of the rear wheels of the target vehicle, can be obtained by multiplying the front wheel steering angle by the target steering angle coefficient. This allows subsequent control of the target vehicle to adjust the steering angle of the rear wheels to the target angle.

[0206] In this scenario, when the target vehicle is on an uphill road, adjusting the steering angle of the rear wheels to the target angle allows the front and rear wheels to twist at different angles, increasing travel distance and improving steering agility during the twisting motion. Additionally, rotating the rear wheels at a certain angle increases friction, making the vehicle less prone to rolling backward and allowing it to climb the hill more quickly.

[0207] Optionally, if the target vehicle is not on an uphill road, the following steps (1)-(2) may also be included.

[0208] (1) If the target vehicle is not on an uphill road, determine whether the target vehicle is stuck on the road surface based on the current driving parameters.

[0209] In this situation, the determination of whether the target vehicle is stuck is made when the target vehicle is not on an uphill road. Since a target vehicle may be stuck in place and unable to move normally when it gets stuck in mud or other road surfaces, appropriate control measures can be taken to free the vehicle.

[0210] Specifically, step (1) can include the following steps a-c.

[0211] a. Determine the road adhesion coefficient of the target vehicle's current driving surface based on the current vehicle speed, current acceleration, and wheel speeds of the four wheels.

[0212] The coefficient of friction (COP) indicates the friction between the wheels of a vehicle and the road surface. Different road surface types result in different grip forces and therefore different COPs. Thus, the COP reflects the type of road surface being traveled on.

[0213] Optionally, step a can be performed by dividing the current acceleration of the target vehicle by the gravitational acceleration to obtain the road adhesion coefficient of the current road surface at the current moment.

[0214] The current acceleration of the target vehicle is its longitudinal acceleration at the current moment, which can be obtained by an acceleration sensor fixed to the vehicle body.

[0215] For example, the operation in step a can be achieved by the following formula (1).

[0216]

[0217] Where u is the road surface adhesion coefficient, A xLet g be the current acceleration of the target vehicle, and g be the acceleration due to gravity. Under normal circumstances, the value of g is 9.8.

[0218] b. Based on the current vehicle speed and the wheel speeds of the four wheels, determine whether at least two wheels of the target vehicle are slipping.

[0219] Optionally, step b can be performed as follows: if the current speed of the target vehicle is less than or equal to the third speed threshold, and at least two of the four wheels of the target vehicle have wheel speeds greater than the first wheel speed threshold, and the wheel speeds of the remaining four wheels are less than the second wheel speed threshold, then it is determined that at least two wheels of the target vehicle are slipping; if the current speed of the target vehicle is greater than the third speed threshold, and at least three of the four wheels of the target vehicle have wheel speeds less than or equal to the second wheel speed threshold, then it is determined that at least two wheels of the target vehicle are not slipping.

[0220] The third speed threshold can be preset, and it can be set based on the target vehicle's speed when it is trapped. For example, the third speed threshold can be set to 2.

[0221] In addition, the first and second wheel speed thresholds can be preset, with the first wheel speed threshold set relatively high, while the second wheel speed threshold can be set based on the target vehicle's wheel speed during normal driving. Furthermore, the first wheel speed threshold can be greater than the second wheel speed threshold; for example, the first wheel speed threshold could be set to 80, and the second wheel speed threshold could be set to 50.

[0222] In this situation, if the target vehicle's current speed is less than or equal to the third speed threshold, it means that the target vehicle's current speed is low, that is, the target vehicle's current speed is less than or equal to the speed when it was trapped. Therefore, it can be concluded that the target vehicle is not currently moving normally.

[0223] Furthermore, if at least two of the target vehicle's four wheels have wheel speeds greater than a first wheel speed threshold, and the wheel speeds of the remaining four wheels are all less than a second wheel speed threshold, it indicates that at least two of the target vehicle's four wheels currently have high wheel speeds, while the wheel speeds of the remaining four wheels are normal. Since the wheel speed of the slipping wheel will be greater than that of the non-slipping wheel when the target vehicle's wheels slip, this suggests that at least two of the target vehicle's four wheels may be slipping.

[0224] Based on the above two conditions, if the current vehicle speed is less than or equal to the third vehicle speed threshold, and at least two of the target vehicle's four wheels have wheel speeds greater than the first wheel speed threshold, and the wheel speeds of the remaining four wheels are less than the second wheel speed threshold, it indicates that the target vehicle is not currently moving normally, and that at least two of the target vehicle's four wheels may be slipping. Therefore, it can be directly determined that at least two wheels of the target vehicle are slipping.

[0225] Furthermore, if the target vehicle's current speed is greater than the third speed threshold, and at least three of the target vehicle's four wheels have wheel speeds less than or equal to the second wheel speed threshold, it indicates that the target vehicle's speed is relatively high, and at least three of the target vehicle's wheels have normal wheel speeds. Therefore, it can be directly determined that at least two wheels of the target vehicle are not slipping, and further, it can be determined that the target vehicle can drive normally under these conditions.

[0226] In this way, by judging whether the current vehicle speed and the wheel speed of the four wheels meet the conditions, it can be accurately determined whether at least two wheels of the target vehicle are slipping, so that the vehicle can be controlled in a timely manner.

[0227] c. If the road surface adhesion coefficient of the current driving surface is within the range of the road surface adhesion coefficient of the muddy road surface, and the target vehicle has at least two wheels slipping, it is determined that the target vehicle is stuck on the road surface.

[0228] The range of road surface adhesion coefficients for muddy roads can be preset. When the road surface adhesion coefficient of the currently driving road is within the range of that for muddy roads, it indicates that the currently driving road is a muddy road.

[0229] If the target vehicle has at least two wheels slipping on a muddy road surface, it is highly likely that the target vehicle is stuck in the mud.

[0230] It is worth noting that, in the embodiments of this application, when it is determined that the target vehicle is stuck on the road surface, it means that one or two of the four wheels of the target vehicle are stuck, or it may mean that all four wheels of the target vehicle are stuck on the road surface.

[0231] In this situation, if the target vehicle is stuck, the following steps (2) must be performed to ensure that the side of the rut of the rear wheel forms friction with the edge of the road surface, thereby helping the vehicle to get out of trouble.

[0232] (2) When the target vehicle is stuck on the road surface, perform the steps of determining the target steering angle coefficient based on the current driving parameters and the current pitch angle; and controlling the target vehicle to adjust the steering angle of the rear wheels based on the target steering angle coefficient and the front wheel steering angle of the target vehicle, wherein the target steering angle coefficient is used to indicate that the front wheel steering angle of the target vehicle is less than or equal to the rear wheel steering angle.

[0233] When the target vehicle is stuck on the road surface, the target steering angle coefficient is determined based on the current driving parameters and the current pitch angle. Based on the target steering angle coefficient and the front wheel steering angle of the target vehicle, the steering angle of the rear wheels of the target vehicle is adjusted. That is, when the target vehicle is stuck on the road surface, by executing the above steps 203-204, the steering angle of the rear wheels of the target vehicle can be adjusted, thereby increasing the friction between the side of the wheel rut and the edge of the road surface, thereby helping the wheel to obtain driving force and enabling the target vehicle to get out of trouble smoothly.

[0234] It should be noted that the scenario where the target vehicle is stuck on the road surface is generally on flat ground. Therefore, the current pitch angle mentioned above should be 0, which means that the target turning angle coefficient is determined based on the current driving parameters when the slope is 0.

[0235] Optionally, when the target steering angle coefficient indicates that the front wheel steering angle is equal to the rear wheel steering angle, the steering angle of the rear wheels of the target vehicle can be controlled to be the same as the front wheel steering angle, thereby achieving the same angle travel for the front and rear wheels when the vehicle is stuck. In this way, when the vehicle is stuck, it can move laterally or diagonally, thereby increasing the lateral or diagonal driving force of the target vehicle, allowing it to gain driving force more quickly and thus successfully escape the predicament.

[0236] It's worth noting that when calibrating the angle ratio between the front and rear wheel angles in the front and rear wheel angle coefficient table, the calibrated angle ratio can be greater than 1. In this case, the target angle coefficient will also be greater than 1, indicating that the rear wheel angle of the target vehicle is greater than the front wheel angle. Therefore, when subsequently controlling the target vehicle to adjust the rear wheel steering angle based on the target angle coefficient and the front wheel angle, it means controlling the target vehicle to adjust the rear wheel steering angle to be greater than the front wheel angle.

[0237] In this way, by controlling the target vehicle to adjust the steering angle of the rear wheels to be greater than that of the front wheels, the front and rear wheels of the target vehicle twist at different angles, and the twisting amplitude of the rear wheels is greater than that of the front wheels. This results in greater friction between the side of the ruts on the rear wheels and the edge of the road surface, allowing the vehicle to gain driving force more quickly and thus enabling the target vehicle to get out of trouble more quickly.

[0238] Optionally, the lateral movement function may include a comfort mode and a sport mode. The comfort mode is used to control the target vehicle in special scenarios where the target vehicle is not on an uphill road or stuck outside the road surface; that is, to control the front and rear wheels of the target vehicle to move at the same angle. The sport mode is used to control the target vehicle in scenarios where the target vehicle is on an uphill road or stuck outside the road surface; that is, to control the rear wheels of the target vehicle to have a greater steering angle than the front wheels.

[0239] Once it is determined that the target vehicle is on an uphill road or stuck on the road surface, the system can first respond to the command to activate the lateral movement function, and then execute steps 203-204 above.

[0240] In other words, if it is determined that the target vehicle is on an uphill road or stuck on the road surface, a third reminder message can be displayed to the driver. This message reminds the driver whether the vehicle is stuck on an uphill road or needs to use the lateral movement function. When the driver needs to use the lateral movement function, they can click the confirmation button, thus triggering the activation command for the lateral movement function, and then proceeding to steps 203-204 above.

[0241] Of course, the lateral movement function can also be activated when the driver believes that the target vehicle is on an uphill road or stuck on the road surface, and the movement mode under the lateral movement function can be selected. Then, the above steps 203-204 can be executed to control the target vehicle accordingly, so that the target vehicle can quickly leave the uphill road or get out of trouble.

[0242] It is worth noting that, in this embodiment of the application, by controlling the target vehicle to adjust the steering angle of the rear wheels accordingly, the driver's driving pleasure can be increased, the sense of luxury of the target vehicle can be enhanced, and it has great practicality, providing greater convenience for the driver.

[0243] To facilitate understanding, we will now combine... Figure 5 The vehicle control method provided in the embodiments of this application is illustrated by way of example. See also Figure 5 , Figure 5 This includes the current pitch angle (slope) 501, current vehicle speed 502, yaw rate 503, front and rear wheel steering angle coefficients 504, front wheel steering angle 505, rear wheel steering angle 506, and target steering angle coefficient 507.

[0244] like Figure 5As shown, when it is determined that the target vehicle is on an uphill road, the target steering angle coefficient 507 can be obtained from the front and rear wheel steering angle coefficient table 504 based on the target vehicle's current pitch angle (slope) 501, current speed 502, and yaw rate 503. That is, the angle ratio of the front wheel steering angle and the rear wheel steering angle in order to quickly leave the uphill road under the current driving state can be obtained.

[0245] After determining the target steering angle coefficient 507, the front wheel steering angle 505 can be multiplied by the target steering angle coefficient 507 to obtain the target angle, which is also the target vehicle's rear wheel steering angle 506. This allows subsequent control of the target vehicle to adjust the rear wheel steering angle to the target angle.

[0246] In this embodiment, the controller first acquires the target vehicle's driving parameters and current pitch angle. Then, based on the target vehicle's current pitch angle, it determines whether the target vehicle is on an uphill road, i.e., whether it is currently climbing. If the target vehicle is on an uphill road, it indicates that it is currently climbing. Therefore, based on the current driving parameters and current pitch angle, a target steering angle coefficient can be determined, i.e., the angular ratio between the front wheel steering angle and the rear wheel steering angle. Then, based on the target steering angle coefficient and the front wheel steering angle, the controller can adjust the steering angle of the rear wheels. Thus, by controlling the target vehicle to adjust the rear wheel steering angle when it is on an uphill road, the vehicle can continuously travel diagonally during the climb, presenting an "S-shaped" driving route. This reduces the target vehicle's turning radius, improves its agility during the climb, and allows it to climb faster along an ideal route. Furthermore, rotating the rear wheels at a certain angle increases wheel friction, making the target vehicle less prone to rolling backward, thereby enabling it to climb faster.

[0247] Figure 6 This is a schematic diagram of a vehicle control device provided in an embodiment of this application. The vehicle control device can be implemented as part or all of a vehicle by software, hardware, or a combination of both. The vehicle can be described below. Figure 7 The vehicle shown. See also Figure 6 The device includes: an acquisition module 601, a first determination module 602, a second determination module 603, and a first control module 604.

[0248] The acquisition module 601 is used to acquire the current driving parameters and current pitch angle of the target vehicle;

[0249] The first determining module 602 is used to determine whether the target vehicle is on an uphill road based on the current pitch angle;

[0250] The second determining module 603 is used to determine the target steering angle coefficient based on the current driving parameters and the current pitch angle when the target vehicle is on an uphill road. The target steering angle coefficient is used to represent the angle ratio between the front wheel steering angle and the rear wheel steering angle of the target vehicle.

[0251] The first control module 604 is used to control the target vehicle to adjust the steering angle of the rear wheels based on the target steering angle coefficient and the front wheel steering angle of the target vehicle.

[0252] Optionally, the first determining module 602 is used for:

[0253] If the current pitch angle is greater than or equal to the first angle threshold, it is determined that the target vehicle is on an uphill road;

[0254] If the current pitch angle is less than the first angle threshold, it is determined that the target vehicle is not on an uphill road.

[0255] Optionally, the second determining module 603 is used for:

[0256] When the target vehicle is on an uphill road, determine whether the current pitch angle is greater than the second angle threshold. If the second angle threshold is greater than the first angle threshold, the vehicle is in a position to be on an uphill road.

[0257] When the current pitch angle is greater than the second angle threshold, a target steering coefficient is determined based on the current driving parameters and the current pitch angle. The target steering coefficient is used to indicate that the front wheel steering angle is less than the rear wheel steering angle.

[0258] Optionally, the current driving parameters include the target vehicle's current speed and current yaw rate, and the second determining module 603 is used for:

[0259] Based on the current pitch angle, current vehicle speed, and current yaw rate, the target steering angle coefficient is obtained from the front and rear wheel steering angle coefficient table. The front and rear wheel steering angle coefficient table is used to indicate the angular ratio between the front wheel steering angle and the rear wheel steering angle under different pitch angles, different vehicle speeds, and different yaw rates.

[0260] Optionally, the first control module 604 is used for:

[0261] Multiply the front wheel steering angle by the target steering angle coefficient to obtain the target angle;

[0262] Control the target vehicle to adjust the steering angle of its rear wheels to the target angle.

[0263] Optionally, the device further includes:

[0264] The third determination module is used to determine whether the target vehicle is stuck on the road surface based on the current driving parameters when the target vehicle is not on an uphill road.

[0265] The execution module is used to perform the steps of determining the target steering angle coefficient based on the current driving parameters and the current pitch angle when the target vehicle is stuck on the road surface; and controlling the target vehicle to adjust the steering angle of the rear wheels based on the target steering angle coefficient and the front wheel steering angle of the target vehicle. The target steering angle coefficient is used to indicate that the front wheel steering angle of the target vehicle is less than or equal to the rear wheel steering angle.

[0266] Optionally, the current driving parameters include the target vehicle's current speed, the target vehicle's current acceleration, and the wheel speeds of the target vehicle's four wheels. The third determining module is used for:

[0267] The road adhesion coefficient of the target vehicle on the current road surface is determined based on the current acceleration and gravitational acceleration.

[0268] Based on the current vehicle speed and the wheel speeds of the four wheels, determine whether at least two wheels of the target vehicle are slipping;

[0269] If the coefficient of friction of the current driving surface is within the range of the coefficient of friction of the muddy surface, and the target vehicle has at least two wheels slipping, it is determined that the target vehicle is stuck on the road surface.

[0270] Optionally, the device further includes:

[0271] The second control module is used to control the target vehicle to adjust the steering angle of the rear wheels to the same as that of the front wheels, in response to the activation command of the lateral movement function in the target vehicle, based on the current driving parameters and the fault information of the target vehicle, when the target vehicle is not on an uphill road.

[0272] In this embodiment, the driving parameters and current pitch angle of the target vehicle are first obtained. Then, based on the current pitch angle, it is determined whether the target vehicle is on an uphill road, i.e., whether it is currently climbing. If the target vehicle is on an uphill road, it means that the target vehicle is currently climbing. Therefore, the target steering angle coefficient, i.e., the angle ratio between the front wheel steering angle and the rear wheel steering angle, can be determined based on the current driving parameters and the current pitch angle. Then, based on the target steering angle coefficient and the front wheel steering angle, the steering angle of the rear wheels can be adjusted. Thus, by controlling the rear wheel steering angle of the target vehicle when it is on an uphill road, the vehicle can continuously travel diagonally during the climb, presenting an "S-shaped" driving route. This reduces the turning radius of the target vehicle, improves its agility during the climb, and allows it to climb faster along an ideal route. Furthermore, rotating the rear wheels at a certain angle increases wheel friction, making the target vehicle less prone to rolling backward, thus enabling it to climb faster.

[0273] It should be noted that the vehicle control device provided in the above embodiments is only illustrated by the division of the above functional modules when the vehicle is climbing a hill. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0274] The functional units and modules in the above embodiments can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit. Furthermore, the specific names of the functional units and modules are only for easy differentiation and are not intended to limit the scope of protection of the embodiments of this application.

[0275] The vehicle control device and vehicle control method embodiments provided in the above embodiments belong to the same concept. The specific working process and technical effects of the units and modules in the above embodiments can be found in the method embodiment section, and will not be repeated here.

[0276] Figure 7 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application.

[0277] For example, such as Figure 7 As shown, the vehicle includes a memory 71 and a processor 70, wherein the memory 71 stores executable program code 72, and the processor 70 is used to call and execute the executable program code 72 to perform the above-described vehicle control method.

[0278] This embodiment can divide the vehicle into functional modules according to the above method example. For example, each function can be assigned to a separate module, or two or more functions can be integrated into one processing module. The integrated module can be implemented in hardware. It should be noted that the module division in this embodiment is illustrative and only represents one logical functional division. In actual implementation, there may be other division methods.

[0279] When each functional module is divided according to its corresponding function, the vehicle may include: an acquisition module, a first determination module, a second determination module, and a first control module. It should be noted that all relevant content of each step involved in the above method embodiments can be referenced from the functional descriptions of the corresponding functional modules, and will not be repeated here.

[0280] The vehicle provided in this embodiment is used to execute the vehicle control method described above, and therefore can achieve the same effect as the above implementation method.

[0281] When using integrated units, the vehicle may include a processing module and a storage module. The processing module is used to control and manage the vehicle's actions. The storage module supports the vehicle in executing program code and data.

[0282] The processing module may be a processor or a controller, which can implement or execute various exemplary logic blocks, modules, and circuits as disclosed in this application. The processor may also be a combination of computing functions, such as a combination of one or more microprocessors, a combination of digital signal processing (DSP) and microprocessors, etc., and the storage module may be a memory.

[0283] This embodiment also provides a computer-readable storage medium storing computer program code. When the computer program code is run on a computer, the computer executes the aforementioned method steps to implement the vehicle control method described in the above embodiment.

[0284] This embodiment also provides a computer program product that, when run on a computer, causes the computer to perform the aforementioned steps to implement the vehicle control method described in the above embodiment.

[0285] In this embodiment, the vehicle, computer-readable storage medium, computer program product, or chip are all used to execute the corresponding methods provided above. Therefore, the beneficial effects that can be achieved can be referred to the beneficial effects of the corresponding methods provided above, and will not be repeated here.

[0286] Through the above description of the embodiments, those skilled in the art will understand that, for the sake of convenience and brevity, only the division of the above functional modules is used as an example. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0287] In the embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another device, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0288] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A vehicle control method, characterized in that, The method includes: Obtain the target vehicle's current driving parameters and current pitch angle; Determine whether the target vehicle is on an uphill road based on the current pitch angle; When the target vehicle is on an uphill road, a target steering angle coefficient is determined based on the current driving parameters and the current pitch angle. The target steering angle coefficient is used to represent the angular ratio between the front wheel steering angle and the rear wheel steering angle of the target vehicle. Based on the target steering angle coefficient and the front wheel steering angle of the target vehicle, control the target vehicle to adjust the steering angle of the rear wheels; Determining the target steering coefficient based on the current driving parameters and the current pitch angle includes: Based on the current pitch angle, current vehicle speed, and current yaw rate, the target steering angle coefficient is obtained from the front and rear wheel steering angle coefficient table. The front and rear wheel steering angle coefficient table is used to indicate the angular ratio between the front wheel steering angle and the rear wheel steering angle under different pitch angles, different vehicle speeds, and different yaw rates.

2. The method as described in claim 1, characterized in that, Determining whether the target vehicle is on an uphill road based on the current pitch angle includes: If the current pitch angle is greater than or equal to a first angle threshold, it is determined that the target vehicle is on an uphill road; If the current pitch angle is less than the first angle threshold, it is determined that the target vehicle is not on an uphill road.

3. The method as described in claim 2, characterized in that, When the target vehicle is on an uphill road, the target steering angle coefficient is determined based on the current driving parameters and the current pitch angle, including: When the target vehicle is on an uphill road, it is determined whether the current pitch angle is greater than a second angle threshold, and the second angle threshold is greater than the first angle threshold. If the current pitch angle is greater than the second angle threshold, the target steering coefficient is determined based on the current driving parameters and the current pitch angle. The target steering coefficient is used to indicate that the front wheel steering angle is less than the rear wheel steering angle.

4. The method as described in claim 1, characterized in that, The step of controlling the target vehicle to adjust the steering angle of its rear wheels based on the target steering angle coefficient and the front wheel steering angle of the target vehicle includes: Multiply the front wheel steering angle by the target steering angle coefficient to obtain the target angle; The target vehicle is controlled to adjust the steering angle of its rear wheels to the target angle.

5. The method as described in claim 1, characterized in that, The method further includes: If the target vehicle is not on an uphill road, determine whether the target vehicle is stuck on the road surface based on the current driving parameters; When the target vehicle is stuck on the road surface, the steps described above are performed: determining the target steering angle coefficient based on the current driving parameters and the current pitch angle; and controlling the target vehicle to adjust the steering angle of the rear wheels based on the target steering angle coefficient and the front wheel steering angle of the target vehicle, wherein the target steering angle coefficient is used to indicate that the front wheel steering angle of the target vehicle is less than or equal to the rear wheel steering angle.

6. The method as described in claim 5, characterized in that, The current driving parameters include the current speed of the target vehicle, the current acceleration of the target vehicle, and the wheel speeds of the four wheels of the target vehicle. Determining whether the target vehicle is stuck in the road surface based on the current driving parameters includes: The road adhesion coefficient of the target vehicle on the current driving surface is determined based on the current acceleration and gravitational acceleration. Based on the current vehicle speed and the wheel speeds of the four wheels, determine whether at least two wheels of the target vehicle are slipping; If the coefficient of friction of the current driving surface is within the range of the coefficient of friction of a muddy road surface, and the target vehicle has at least two wheels slipping, it is determined that the target vehicle is stuck on the road surface.

7. The method as described in claim 1, characterized in that, The method further includes: When the target vehicle is not on an uphill road, in response to the activation command of the lateral movement function in the target vehicle, based on the current driving parameters and the fault information of the target vehicle, the target vehicle is controlled to adjust the steering angle of the rear wheels to the steering angle of the front wheels.

8. A vehicle control device, characterized in that, The device includes: The acquisition module is used to acquire the current driving parameters and current pitch angle of the target vehicle; The first determining module is used to determine whether the target vehicle is on an uphill road based on the current pitch angle; The second determining module is used to determine a target steering angle coefficient based on the current driving parameters and the current pitch angle when the target vehicle is on an uphill road. The target steering angle coefficient is used to represent the angular ratio between the front wheel steering angle and the rear wheel steering angle of the target vehicle. The first control module is used to control the target vehicle to adjust the steering angle of the rear wheels based on the target steering angle coefficient and the front wheel steering angle of the target vehicle; The second determining module is used to: obtain the target steering angle coefficient from the front and rear wheel steering angle coefficient table based on the current pitch angle, current vehicle speed, and current yaw rate. The front and rear wheel steering angle coefficient table is used to indicate the angular ratio between the front wheel steering angle and the rear wheel steering angle under different pitch angles, different vehicle speeds, and different yaw rates.

9. A vehicle, characterized in that, The vehicles include: Memory, used to store executable program code; A processor for calling and running the executable program code from the memory, causing the vehicle to perform the method as described in any one of claims 1 to 7.

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