Control method for wheel rotation angle, vehicle, and storage medium

Abstract

The application discloses a wheel rotation angle control method, a vehicle and a storage medium, and belongs to the field of vehicle safety. According to the technical scheme provided by the embodiment of the application, in the case that the rear wheel of the vehicle is locked and the current steering angle at the time of locking is not a target steering angle, the target rotation angle of the steering wheel is determined according to the current rotation angle of the rear wheel. A target steering wheel compensation value is determined, which is the rotation speed of the steering wheel when the front wheel is adjusted to the current steering angle. Based on the target steering wheel compensation value and the target rotation angle, the steering angle of the front wheel is adjusted so that the steering angle of the front wheel is consistent with the rotation angle when the rear wheel is locked, so that the vehicle can travel in a straight line when the rear wheel is locked at a non-target rotation angle, and the driving difficulty of the vehicle is reduced.

Description

Technical Field

[0001] This application relates to the field of vehicle safety, and more specifically, to a method for controlling wheel rotation angle, a vehicle, and a storage medium in the field of vehicles. Background Technology

[0002] With the development of the automotive industry, more and more vehicles are equipped with rear-wheel steering technology. This technology involves adding a steer-by-wire system to the rear suspension to control the lateral movement of the rear wheels. Because there is no mechanical connection between the rear and front wheels, if the rear steering system malfunctions, the rear wheels cannot be controlled via the front wheels.

[0003] In related technologies, a malfunction in the rear-wheel steering system will cause the rear wheels to lock in their current position. Because the rear wheels are constantly in a deflected state, the vehicle cannot travel in a straight line in the direction of the front, making it more difficult to drive. Summary of the Invention

[0004] This application provides a method for controlling wheel steering angle, a vehicle, and a storage medium, which can reduce driving difficulty in the event of a rear wheel steering gear malfunction. The technical solution is as follows:

[0005] On the one hand, a method for controlling wheel steering angle is provided, the method comprising:

[0006] When the rear wheels of the vehicle are locked and the current steering angle at the time of locking is not the target steering angle, the target steering angle of the steering wheel is determined based on the current steering angle of the rear wheels.

[0007] Determine the target steering wheel compensation value;

[0008] Based on the target steering angle of the steering wheel and the target steering wheel compensation value, adjust the steering angle of the front wheels to be the same as the current steering angle of the rear wheels.

[0009] In one possible implementation, determining the target steering wheel compensation value includes:

[0010] Based on the target steering angle of the steering wheel, the driving parameters of the vehicle, and the steering wheel parameters of the vehicle, an initial steering wheel compensation value is determined;

[0011] Based on the driving parameters and the steering wheel parameters, determine the steering wheel compensation ratio;

[0012] The target steering wheel compensation value is obtained by multiplying the initial steering wheel compensation value by the steering wheel compensation ratio.

[0013] In one possible implementation, the driving parameters include the vehicle's current speed, the steering wheel parameters include the current steering wheel angle, and determining the initial steering wheel compensation value based on the target steering wheel angle, the driving parameters, and the steering wheel parameters includes:

[0014] A first relationship table is determined to correspond to the target steering angle of the steering wheel. The first relationship table is used to store the correspondence between vehicle speed, steering wheel angle and initial steering wheel compensation value.

[0015] The initial steering wheel compensation value is obtained by querying the first relationship table using the vehicle's current speed and the steering wheel's current angle.

[0016] In one possible implementation, the step of querying the first relationship table using the vehicle's current speed and the steering wheel's current angle to obtain the initial steering wheel compensation value includes:

[0017] If the current steering wheel angle is not found in the first relationship table, the first steering wheel speed and the second steering wheel speed are obtained from the first relationship table. The first steering wheel speed is the steering wheel speed in the first relationship table that corresponds to the current vehicle speed and the first steering angle. The second steering wheel speed is the steering wheel speed in the first relationship table that corresponds to the current vehicle speed and the second steering angle. The current steering wheel angle is greater than the first steering angle and less than the second steering angle.

[0018] The initial steering wheel compensation value is determined based on the current steering wheel angle, the first steering wheel speed, the second steering wheel speed, the first steering angle, and the second steering angle.

[0019] In one possible implementation, the steering wheel parameters further include the current steering wheel torque of the vehicle, the steering wheel torque being the torque applied to the steering wheel by the driver, and determining the steering wheel compensation ratio based on the driving parameters and the steering wheel parameters includes:

[0020] The steering wheel compensation ratio is obtained by querying the second relationship table using the vehicle's current speed and the steering wheel torque. The second relationship table is used to store the correspondence between vehicle speed, steering wheel torque and steering wheel compensation ratio.

[0021] In one possible implementation, determining the steering wheel compensation ratio based on the driving parameters and the steering wheel parameters further includes:

[0022] When the steering wheel torque is greater than or equal to a preset torque threshold, the steering wheel compensation ratio is set to 0, so that the target steering wheel compensation value is set to 0.

[0023] In one possible implementation, adjusting the steering angle of the front wheels to be the same as the current steering angle of the rear wheels based on the target steering angle of the steering wheel and the target steering wheel compensation value includes:

[0024] The target steering wheel compensation value is used to control the steering wheel of the vehicle to rotate to the target steering angle corresponding to the current steering angle, so as to adjust the steering angle of the front wheels to the current steering angle.

[0025] In one possible implementation, the method further includes:

[0026] When the rear wheels of the vehicle are locked and the current steering angle is not the target steering angle, a fault warning is displayed on the vehicle's dashboard and a voice prompt is played. Both the fault warning and the voice prompt are used to indicate that the rear wheels cannot turn to the target steering angle.

[0027] In one possible implementation, the fault indication is a prompt animation that displays the current steering angle when the rear wheels of the vehicle are locked and the steering wheel rotation method when keeping the vehicle moving straight.

[0028] On the one hand, a wheel steering angle control device is provided, the device comprising:

[0029] The target steering angle determination unit is used to determine the target steering angle of the steering wheel based on the current steering angle of the rear wheels when the rear wheels of the vehicle are locked and the current steering angle when locked is not the target steering angle.

[0030] The compensation value determination unit is used to determine the target steering wheel compensation value;

[0031] An adjustment unit is used to adjust the steering angle of the front wheels to be the same as the current steering angle of the rear wheels based on the target steering angle of the steering wheel and the target steering wheel compensation value.

[0032] In one possible implementation, the compensation value determining unit is configured to determine an initial steering wheel compensation value based on the target steering angle of the steering wheel, the driving parameters of the vehicle, and the steering wheel parameters of the vehicle; determine a steering wheel compensation ratio based on the driving parameters and the steering wheel parameters; and multiply the initial steering wheel compensation value by the steering wheel compensation ratio to obtain the target steering wheel compensation value.

[0033] In one possible implementation, the driving parameters include the current vehicle speed, the steering wheel parameters include the current steering wheel angle, and the compensation value determination unit is used to determine a first relationship table corresponding to the target steering wheel angle. The first relationship table is used to store the correspondence between vehicle speed, steering wheel angle, and initial steering wheel compensation value; the initial steering wheel compensation value is obtained by querying the first relationship table using the current vehicle speed and the current steering wheel angle.

[0034] In one possible implementation, the compensation value determining unit is configured to, when the current steering angle of the steering wheel is not found in the first relationship table, obtain a first steering wheel rotation speed and a second steering wheel rotation speed from the first relationship table, wherein the first steering wheel rotation speed is the steering wheel rotation speed in the first relationship table corresponding to the current vehicle speed and the first steering angle, and the second steering wheel rotation speed is the steering wheel rotation speed in the first relationship table corresponding to the current vehicle speed and the second steering angle, and the current steering angle of the steering wheel is greater than the first steering angle and less than the second steering angle; and determine the initial steering wheel compensation value based on the current steering angle of the steering wheel, the first steering wheel rotation speed, the second steering wheel rotation speed, the first steering angle, and the second steering angle.

[0035] In one possible implementation, the steering wheel parameters also include the current steering wheel torque of the vehicle, which is the torque applied to the steering wheel by the driver. The compensation value determination unit is used to query a second relationship table using the current vehicle speed and the steering wheel torque to obtain the steering wheel compensation ratio. The second relationship table is used to store the correspondence between vehicle speed, steering wheel torque and steering wheel compensation ratio.

[0036] In one possible implementation, the compensation value determination unit is further configured to determine the steering wheel compensation ratio as 0 when the steering wheel torque is greater than or equal to a preset torque threshold, so as to determine the target steering wheel compensation value as 0.

[0037] In one possible implementation, the adjustment unit is used to control the steering wheel of the vehicle to rotate to a target steering angle corresponding to the current steering angle using the target steering wheel compensation value, so as to adjust the steering angle of the front wheels to the current steering angle.

[0038] In one possible implementation, the device further includes:

[0039] The fault indication unit is used to display a fault indication on the vehicle's dashboard and play a voice prompt when the rear wheels of the vehicle are locked and the current steering angle at the time of locking is not the target steering angle. Both the fault indication and the voice prompt are used to indicate that the rear wheels cannot turn to the target steering angle.

[0040] In one possible implementation, the fault indication is a prompt animation that displays the current steering angle when the rear wheels of the vehicle are locked and the steering wheel rotation method when keeping the vehicle moving straight.

[0041] On one hand, a vehicle is provided, the vehicle including one or more processors and one or more memories, the one or more memories storing at least one piece of program code, the program code being loaded and executed by the one or more processors to implement the operations performed by the wheel angle control method.

[0042] On one hand, a computer-readable storage medium is provided, wherein at least one piece of program code is stored in the computer-readable storage medium, the program code being loaded and executed by a processor to implement the operations performed by the wheel turning angle control method.

[0043] The technical solution provided in this application addresses a situation where the rear wheels of a vehicle are locked and the current steering angle at the time of locking is not the target steering angle. A target steering wheel compensation value is then determined, which is the rotational speed of the steering wheel when the front wheels are adjusted to the current steering angle. Based on this target steering wheel compensation value and the target steering angle, the steering angle of the front wheels is adjusted so that it matches the angle at which the rear wheels are locked. This allows the vehicle to travel in a straight line even when the rear wheels are locked at a non-target steering angle, reducing the difficulty of driving the vehicle. Attached Figure Description

[0044] Figure 1 This is a schematic diagram of the implementation environment of a wheel steering angle control method provided in an embodiment of this application;

[0045] Figure 2 This is a schematic diagram of the driving route of a vehicle when the rear wheels cannot be straightened, provided in an embodiment of this application;

[0046] Figure 3 This is a flowchart of a wheel steering angle control method provided in an embodiment of this application;

[0047] Figure 4 This is a flowchart of another wheel steering angle control method provided in the embodiments of this application;

[0048] Figure 5This is a schematic diagram of an icon provided in an embodiment of this application;

[0049] Figure 6 This is a schematic diagram of the structure of a wheel steering angle control device provided in an embodiment of this application;

[0050] Figure 7 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application. Detailed Implementation

[0051] The technical solutions in this application will be clearly and thoroughly described below with reference to the accompanying drawings. In the description of the embodiments of this application, unless otherwise stated, " / " means "or," for example, A / B can mean A or B. "And / or" in the text 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, in the description of the embodiments of this application, "multiple" refers to two or more than two.

[0052] Hereinafter, the terms "first" and "second" are used for descriptive purposes only and should not be construed as implying or suggesting relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature.

[0053] In order to clearly explain the technical solutions provided in the embodiments of this application, the terms involved in the embodiments of this application will be introduced below.

[0054] Rear-wheel steering: Rear-wheel steering refers to the situation where, when a car is cornering, in addition to the front wheels providing steering force and direction, the rear wheels can also generate a certain degree of steering angle.

[0055] Torque: In physics, torque refers to the tendency of an object to rotate about an axis or fulcrum. The unit of torque is the newton-meter (N-meter).

[0056] Electric power steering (EPS) is a power steering system that relies directly on an electric motor to provide auxiliary torque. Compared to the traditional hydraulic power steering (HPS) system, EPS has many advantages. EPS mainly consists of a torque sensor, vehicle speed sensor, electric motor, reduction gear, and electronic control unit (ECU).

[0057] The implementation environment of the embodiments of this application is described below. See also... Figure 1The implementation environment of the wheel steering angle control method provided in this application embodiment includes a rear wheel steering system (RWS) 101 and an electric power steering system (EPS) 102.

[0058] The rear wheel steering unit 101 is used to control the steering of the rear wheels of the vehicle. The rear wheel steering unit 101 is communicatively connected to the electric power steering system 102, and the rear wheel steering unit 101 can send fault status and rear wheel steering angle to the electric power steering system 102.

[0059] The electric power steering system 102 includes a logic judgment module 1021, a power assist compensation module 1022, and a power assist module 1023. The logic judgment module 1021 determines whether to execute the wheel angle control method provided in this embodiment based on the fault state transmitted by the rear wheel steering gear 101 and the current steering angle of the rear wheels. The power assist compensation module 1022 determines the target steering wheel compensation value when adjusting the front wheel steering angle. The power assist module 103 provides power assistance to the steering wheel rotation.

[0060] After introducing the implementation environment of the embodiments of this application, the application scenarios of the technical solutions provided by the embodiments of this application will be introduced below. In the following description, the rear wheel steering gear is the rear wheel steering gear 101 in the above implementation environment, and the electric power steering system is the electric power steering system 102 in the above implementation environment.

[0061] The technical solution provided in this application can be applied to vehicles with rear-wheel steering. When the rear-wheel steering function malfunctions and the rear wheels cannot return to center, the electric power steering system determines the target steering wheel angle based on the current steering angle of the rear wheels. The electric power steering system determines a target steering wheel compensation value, which is the steering wheel speed required to adjust the steering angle of the vehicle's front wheels to that current steering angle; that is, the speed at which the target steering wheel compensation value can control the rotation of the front wheels. Based on the target steering wheel compensation value and the target steering wheel angle, the electric power steering system adjusts the steering angle of the front wheels to ensure that the steering angle of the front wheels is consistent with the steering angle when the rear wheels are locked, allowing the vehicle to travel in a straight line and reducing driving difficulty. For example, see... Figure 2 On the left, if the rear wheels of a vehicle cannot be straightened, the vehicle will turn if the front wheels are straightened. See also Figure 2 On the right side, when the rear wheels of the vehicle cannot be straightened, the technical solution provided in this application embodiment can adjust the steering angle of the front wheels of the vehicle to be consistent with that of the rear wheels, so that the vehicle can travel in a straight line.

[0062] The technical solutions provided in the embodiments of this application are described below. See also... Figure 3 Taking the electric power steering system as the executing entity as an example, the method includes the following steps.

[0063] 301. When the rear wheels of the vehicle are locked and the current steering angle at the time of locking is not the target steering angle, the electric power steering system determines the target steering angle of the steering wheel based on the current steering angle of the rear wheels.

[0064] The vehicle in question is a rear-wheel steering vehicle. Rear-wheel locking means that the rear wheels remain at the current steering angle and cannot change; rear-wheel locking signifies a malfunction in the rear-wheel steering function. The target steering angle is the angle at which the rear wheels return to center; if the current steering angle is not the target steering angle, it means the rear wheels cannot return to center. It should be noted that the vehicle includes two front wheels and two rear wheels. The steering angles of the two front wheels and the two rear wheels are the same. Therefore, in this embodiment, the rear wheel steering angle refers to the common steering angle of both rear wheels, and the front wheel steering angle refers to the common steering angle of both front wheels.

[0065] 302. The electric power steering system determines the target steering wheel compensation value.

[0066] The target steering wheel compensation value includes the steering wheel rotation speed when adjusting the front wheel angle, also known as the steering wheel compensation speed. In this case, the target steering wheel compensation value directly controls the steering wheel rotation speed and indirectly controls the front wheel rotation speed. Alternatively, the target steering wheel compensation value includes the steering wheel output torque when adjusting the front wheel angle. This output torque is the torque output by the electric power steering system to the steering wheel, also known as the steering wheel compensation torque. In this case, the target steering wheel compensation value directly controls the torque of the steering wheel during rotation and indirectly controls the steering wheel rotation speed. That is, in this embodiment, the steering wheel compensation value is either the steering wheel compensation speed or the steering wheel compensation torque, both of which are output by the electric power steering system. The target steering wheel compensation value is positively correlated with the assistance provided by the electric power steering system to the steering wheel; the larger the target steering wheel compensation value, the greater the assistance provided by the electric power steering system; the smaller the target steering wheel compensation value, the smaller the assistance provided by the electric power steering system. The magnitude of the assistance provided by the electric power steering system to the steering wheel is represented by the magnitude of the torque output by the electric power steering system.

[0067] 303. The electric power steering system adjusts the steering angle of the front wheels to be the same as the current steering angle of the rear wheels based on the target steering angle of the steering wheel and the target steering wheel compensation value.

[0068] The purpose of adjusting the steering angle of the front wheel is to make it consistent with the steering angle when the rear wheel is locked, so that the vehicle can travel in a straight line.

[0069] The technical solution provided in this application addresses a situation where the rear wheels of a vehicle are locked and the current steering angle at the time of locking is not the target steering angle. A target steering wheel compensation value is then determined, which is the rotational speed of the steering wheel when the front wheels are adjusted to the current steering angle. Based on this target steering wheel compensation value and the target steering angle, the steering angle of the front wheels is adjusted so that it matches the angle at which the rear wheels are locked. This allows the vehicle to travel in a straight line even when the rear wheels are locked at a non-target steering angle, reducing the difficulty of driving the vehicle.

[0070] It should be noted that steps 301-303 above are a simplified explanation of the wheel angle control method provided in the embodiments of this application. The wheel angle control method provided in the embodiments of this application will be described in more detail below with some examples. See [link to relevant documentation]. Figure 4 Taking the electric power steering system as the executing entity as an example, the method includes the following steps.

[0071] 401. The electric power steering system acquires the vehicle's rear wheel parameters, including the current steering angle of the vehicle's rear wheels and the fault status of the rear wheel steering gear.

[0072] The vehicle in this embodiment is a rear-wheel steering vehicle. The current steering angle of the rear wheels is the current turning angle of the rear wheels, which is the angle difference between the current position of the rear wheels and their position when they are straightened. It should be noted that the vehicle includes two front wheels and two rear wheels. The steering angles of the two front wheels and the two rear wheels are the same. Therefore, in this embodiment, the steering angle of the rear wheels refers to the common steering angle of both rear wheels, and the steering angle of the front wheels refers to the common steering angle of both front wheels. The rear-wheel steering system is used to control the steering of the rear wheels. The fault status of the rear-wheel steering system indicates whether a malfunction has occurred. A malfunction of the rear-wheel steering system means that the rear-wheel steering system cannot perform the rear-wheel steering function normally.

[0073] In one possible implementation, the electric power steering system obtains the vehicle's rear wheel parameters from the rear wheel steering gear, including the current steering angle of the rear wheels and the fault state of the rear wheel steering gear.

[0074] In this implementation, the electric power steering system can obtain the vehicle's rear wheel parameters from the rear wheel steering gear, resulting in high efficiency in obtaining the rear wheel parameters.

[0075] In some embodiments, the rear wheel parameters may be obtained periodically from the rear wheel steering gear by the electric power steering system, or periodically sent from the rear wheel steering gear to the electric power steering system by the rear wheel steering gear, or sent from the rear wheel steering gear to the electric power steering system in the event of a malfunction. This application embodiment does not limit this.

[0076] 402. The electric power steering system determines the locking state of the rear wheels based on the vehicle's rear wheel parameters.

[0077] The rear wheel locking status includes locked and unlocked. Rear wheel locking means that the rear wheels remain at the current steering angle and cannot change. Rear wheel locking indicates a malfunction in the rear wheel steering function, which in turn indicates a malfunction in the rear wheel steering gear. Rear wheel unlocking means that the rear wheel steering function is normal, and the rear wheels can turn in response to the rotation of the front wheels / steering wheel.

[0078] In one possible implementation, the electric power steering system obtains the current steering angle of the vehicle's rear wheels and the fault status of the rear wheel steering gear from the vehicle's rear wheel parameters. If the fault status of the rear wheel steering gear indicates a rear wheel steering gear malfunction, the electric power steering system determines the locking state of the rear wheels based on the current steering angle and the duration for which the current steering angle remains unchanged.

[0079] In this implementation, the locking state of the rear wheels can be determined by the rear wheel parameters, and the efficiency and accuracy of determining the locking state are relatively high.

[0080] For example, the electric power steering system obtains the current steering angle of the rear wheels and the fault status of the rear wheel steering gear from the vehicle's rear wheel parameters. If the fault status of the rear wheel steering gear indicates a malfunction, the electric power steering system determines whether the current steering angle of the rear wheels is greater than or equal to a preset angle. If the current steering angle is greater than or equal to the preset angle, and the duration for which the current steering angle remains unchanged is greater than or equal to a preset duration, the electric power steering system determines that the rear wheels are locked. If the fault status of the rear wheel steering gear indicates that the rear wheel steering gear is not malfunctioning, or the current steering angle of the rear wheels is less than the preset angle, or the duration for which the current steering angle remains unchanged is less than the preset duration, the electric power steering system determines that the rear wheels are unlocked. In some embodiments, the step of determining the rear wheel lock status is performed by the logic determination module of the electric power steering system.

[0081] The preset turning angle and preset duration are set by technicians according to the actual situation, and this application embodiment does not limit them.

[0082] Optionally, after step 402, the electric power steering system may perform steps 403-406 below, or step 407 below, depending on the actual situation. This application embodiment does not limit this.

[0083] 403. When the rear wheels of the vehicle are locked and the current steering angle at the time of locking is not the target steering angle, the electric power steering system determines the target steering angle of the steering wheel based on the current steering angle of the rear wheels.

[0084] The target steering angle is the angle at which the rear wheels return to center. If the current steering angle when locked is not the target angle, it means the rear wheels cannot return to center. In some embodiments, the target angle is 0°. The target steering angle of the steering wheel is the steering wheel angle used to adjust the steering angle of the front wheels to the current steering angle. The steering wheel and the front wheels of the vehicle are connected by a mechanical structure; turning the steering wheel can turn the front wheels. There is a corresponding relationship between the steering wheel rotation angle and the front wheel rotation angle, which is determined by the mechanical structure. The target steering angle refers to the angle the steering wheel needs to rotate to adjust the steering angle of the front wheels to the current steering angle (the angle when the rear wheels are locked). Since the electric power steering system can control the rotation of the steering wheel, control of the front wheels can be achieved by controlling the rotation of the steering wheel.

[0085] In some embodiments, the target turning angle of the steering wheel is also referred to as the virtual center angle of the steering wheel.

[0086] In one possible implementation, when the rear wheels of the vehicle are locked and the current steering angle at the time of locking is not the target steering angle, the electric power steering system divides the current steering angle by the steering gear ratio to obtain the target steering angle of the steering wheel.

[0087] The steering ratio refers to the ratio of the steering wheel's turning angle to the front wheel's turning angle. For example, if rotating the steering wheel 360 degrees results in the front wheels turning +20 degrees, then the steering ratio is equal to 360 divided by 20, or 18:1. The steering ratio is related to the vehicle's mechanical structure. In some embodiments, this steering ratio is built into the electric power steering system.

[0088] In this implementation, the target steering angle can be obtained by dividing the current steering angle by the steering gear ratio, and the determination efficiency of the target steering angle is relatively high.

[0089] Optionally, if the current steering angle when the rear wheels of the vehicle are locked is not the target steering angle, the following steps can also be performed.

[0090] In one possible implementation, when the rear wheels of the vehicle are locked and the current steering angle at the time of locking is not the target steering angle, the electric power steering system displays a fault warning on the vehicle's dashboard and plays a voice prompt, both of which are used to indicate that the rear wheels cannot turn to the target steering angle.

[0091] The fault warning can be in text, icon, or animation format, and this application embodiment does not limit the format. For example, the fault warning may be text, such as "Rear wheel steering failure, please drive carefully." Alternatively, the fault warning may be an icon, displayed on the dashboard as shown below. Figure 5 Icon 500, as shown, displays the rear-wheel steering malfunction status from a vehicle-wide perspective and informs the driver how to keep the vehicle straight. For example, the malfunction indication is an animated prompt that shows the current steering angle when the rear wheels are locked and how to turn the steering wheel to keep the vehicle straight.

[0092] In this implementation, if the rear wheel steering of the vehicle is locked and the current steering angle at the time of locking is not the target steering angle, a fault message is displayed on the instrument panel and a voice prompt is played to promptly remind the driver that the rear wheel steering function has malfunctioned.

[0093] For example, if the rear wheels of a vehicle are locked and the current steering angle at the time of locking is not the target steering angle, the electric power steering system sends a rear wheel fault information message to the vehicle controller. This message carries the current steering angle at the time of rear wheel locking, indicating a malfunction in the rear wheel steering function. The vehicle controller receives this fault information and retrieves the current steering angle from it. Based on this current steering angle, the vehicle controller generates a fault warning and a voice prompt. The vehicle controller then displays the fault warning on the vehicle's instrument panel and plays the voice prompt.

[0094] In some embodiments, in addition to displaying the fault warning on the instrument panel, the fault warning can also be displayed on the vehicle's central control screen.

[0095] 404. The electric power steering system obtains the vehicle's driving parameters and steering wheel parameters.

[0096] Among them, driving parameters are used to reflect the driving state of the vehicle, and steering wheel parameters are used to reflect the rotation state of the steering wheel. In some embodiments, the driving parameters include vehicle speed, and the steering wheel parameters include the current steering angle and steering wheel torque. The current steering angle refers to the angle difference between the current angle of the steering wheel and the angle between the steering wheel returning to center. The steering wheel torque refers to the torque applied to the steering wheel by the driver. In some embodiments, the steering wheel torque is also referred to as the driver's hand force.

[0097] In one possible implementation, the electric power steering system obtains the vehicle's driving parameters from the vehicle's overall controller and the vehicle's steering wheel parameters from the steering wheel controller.

[0098] In this implementation, the vehicle's driving parameters can be obtained through the vehicle controller, and the vehicle's steering wheel parameters can be obtained through the steering wheel controller. No additional hardware is required to obtain the driving parameters and steering wheel parameters, resulting in high efficiency and low cost.

[0099] 405. The electric power steering system determines the target steering wheel compensation value for the vehicle based on the current steering angle, the driving parameters, and the steering wheel parameters. The target steering wheel compensation value is the rotational speed of the vehicle's steering wheel when the steering angle of the vehicle's front wheels is adjusted to the current steering angle.

[0100] The target steering wheel compensation value can be categorized into two types: First, the target steering wheel compensation value includes the steering wheel speed when adjusting the front wheel angle. In this case, the target steering wheel compensation value directly controls the steering wheel's rotation speed, indirectly controlling the front wheel's rotation speed. Second, the target steering wheel compensation value can include the steering wheel's output torque when adjusting the front wheel angle, which is the torque output by the electric power steering system to the steering wheel. In this case, the target steering wheel compensation value directly controls the steering wheel's torque during rotation, indirectly controlling the steering wheel's rotation speed. The target steering wheel compensation value is positively correlated with the assistance provided by the electric power steering system to the steering wheel; a larger target steering wheel compensation value results in greater assistance from the electric power steering system, and a smaller target steering wheel compensation value results in less assistance from the electric power steering system. The magnitude of the assistance provided by the electric power steering system to the steering wheel is represented by the magnitude of the torque output by the electric power steering system.

[0101] In one possible implementation, the electric power steering system determines an initial steering wheel compensation value based on the target steering wheel angle, the driving parameters, and the steering wheel parameters. The electric power steering system then determines a steering wheel compensation ratio based on the driving parameters and the steering wheel parameters. Finally, the electric power steering system multiplies the initial steering wheel compensation value by the steering wheel compensation ratio to obtain the target steering wheel compensation value.

[0102] The electric power steering system controls the steering wheel based on two parameters: steering angle and steering wheel speed. Steering angle determines the angle at which the steering wheel turns, while steering wheel speed determines how quickly it turns. Steering wheel speed is positively correlated with the output torque of the electric power steering system; the higher the output torque, the faster the steering wheel turns; conversely, the lower the output torque, the slower the steering wheel turns. The initial steering wheel compensation value is the base steering wheel speed used by the electric power steering system to control the steering wheel. The steering wheel compensation ratio is used to correct the initial steering wheel compensation value to obtain the final target steering wheel compensation value.

[0103] In this implementation, an initial steering wheel compensation value, which is also the base steering wheel speed, is determined based on the target steering wheel angle, driving parameters, and steering wheel parameters. Based on the driving parameters and the steering wheel parameters, a steering wheel compensation ratio, which is also the correction ratio for the initial steering wheel compensation value, is determined. Multiplying the initial steering wheel compensation value by the steering wheel compensation ratio yields the target steering wheel compensation value. Based on this target steering wheel compensation value, steering wheel control is achieved, thereby enabling control of the front wheels.

[0104] To provide a clearer explanation of the above embodiments, the following description will be divided into several parts.

[0105] Part 1: The electric power steering system determines the initial steering wheel compensation value based on the target steering angle of the steering wheel, the driving parameters, and the steering wheel parameters.

[0106] In one possible implementation, the driving parameters include the vehicle's current speed, and the steering wheel parameters include the current steering wheel angle. The electric power steering system determines a first relational table corresponding to the target steering wheel angle. This first relational table stores the correspondence between vehicle speed, steering wheel angle, and initial steering wheel compensation value. The electric power steering system uses the vehicle's current speed and the current steering wheel angle to query this first relational table to obtain the initial steering wheel compensation value.

[0107] In this implementation, a first relation table corresponding to the target steering wheel angle is determined. By querying this first relation table using the vehicle's current speed and current steering angle, the initial steering wheel compensation value can be obtained, resulting in high efficiency in determining the initial steering wheel compensation value.

[0108] For example, the driving parameters include the vehicle's current speed, and the steering wheel parameters include the current steering wheel angle. The electric power steering system inputs the target steering wheel angle into a preset relation table to obtain the first relation table. This preset relation table is a template; inputting the target steering wheel angle directly yields the corresponding first relation table. For instance, Table 1 below is an example of a preset relation table, where 'b' refers to the target steering wheel angle.

[0109] Table 1

[0110]

[0111]

[0112] Among them, wx~wxn, w1~w9 and wy~wyn are the initial steering wheel compensation values.

[0113] As can be seen from Table 1, replacing b with the target steering angle of the steering wheel will yield the first relation table corresponding to the target steering angle of the steering wheel.

[0114] In Table 1 above, the range within b±180 was finely calibrated, while the range outside b±180 was roughly calibrated. This is because during the experiment, the current steering angle when the rear wheels are locked is a range value (0°±10°), corresponding to a current turning angle of approximately 0°±160° (related to the steering transmission ratio). Considering that the current turning angle of the entire vehicle is approximately ±550°, the range within ±180° can cover the entire range of the rear wheel steering angle, so repeated calibration is unnecessary. The range outside ±180° has little impact on centering, so a rough calibration is sufficient.

[0115] After obtaining the first relationship table, the electric power steering system queries the table using the vehicle speed and current steering angle of the steering wheel. If the table contains an initial steering wheel compensation value corresponding to the vehicle's current speed and steering angle, the initial steering wheel compensation value can be directly retrieved from the table. If the table does not contain an initial steering wheel compensation value corresponding to the vehicle's current speed and steering angle, the electric power steering system performs the following steps to determine the initial steering wheel compensation value.

[0116] In one possible implementation, if the current steering wheel angle is not found in the first relational table, the electric power steering system obtains a first steering wheel speed and a second steering wheel speed from the first relational table. The first steering wheel speed is the steering wheel speed in the first relational table corresponding to the vehicle's current speed and the first steering angle, and the second steering wheel speed is the steering wheel speed in the first relational table corresponding to the vehicle's current speed and the second steering angle. The current steering wheel angle is greater than the first steering angle and less than the second steering angle. The electric power steering system determines the initial steering wheel compensation value based on the current steering wheel angle, the first steering wheel speed, the second steering wheel speed, the first steering angle, and the second steering angle.

[0117] In this context, the first steering angle and the second steering angle are two angles adjacent to the current steering angle of the steering wheel in the first relationship table. For example, if the current steering angle of the steering wheel is 23°, but 23° does not exist in the first relationship table, while 20° and 25° do exist, then the electric power steering system will determine 20° as the first steering angle and 25° as the second steering angle. The first steering wheel speed is the initial steering wheel compensation value corresponding to the current vehicle speed and 20° in the first relationship table, and the second steering wheel speed is the initial steering wheel compensation value corresponding to the current vehicle speed and 25° in the first relationship table.

[0118] In this implementation, if the current steering wheel angle is not present in the first relation table, the initial steering wheel compensation value can be determined by other steering wheel angles adjacent to the current steering wheel angle, which greatly improves the applicability of determining the initial steering wheel compensation value.

[0119] The method for determining the initial steering wheel compensation value based on the current steering wheel angle, the first steering wheel speed, the second steering wheel speed, the first steering angle, and the second steering angle in the above embodiments will be described below.

[0120] In one possible implementation, the electric power steering system subtracts the current steering angle from the first steering angle to obtain a first angle difference. The electric power steering system subtracts the second steering angle from the first steering wheel angle to obtain a second angle difference. The electric power steering system subtracts the second steering wheel rotation speed from the first steering wheel rotation speed to obtain a first rotation speed difference. The electric power steering system divides the first angle difference by the second angle difference to obtain a first ratio. The electric power steering system multiplies the first ratio by the first rotation speed difference and adds this to the first steering wheel rotation speed to obtain the initial steering wheel compensation value.

[0121] For example, if the current turning angle is 23°, the first turning angle is 20°, the second turning angle is 25°, the first steering wheel speed is 30° / s, and the second steering wheel speed is 40° / s, the initial steering wheel compensation value is (23-20)÷(25-20)×(40-30)+30=36° / s.

[0122] Part Two: The electric power steering system determines the steering wheel compensation ratio based on the driving parameters and the steering wheel parameters.

[0123] In one possible implementation, the steering wheel parameters also include the current steering wheel torque of the vehicle. The electric power steering system uses the current vehicle speed and the steering wheel torque to look up the steering wheel compensation ratio in a second relationship table. The second relationship table is used to store the correspondence between vehicle speed, steering wheel torque and steering wheel compensation ratio.

[0124] Steering wheel torque is also known as driver's hand force, and the magnitude of steering wheel torque reflects the amount of hand force the driver applies when turning the steering wheel.

[0125] In this implementation, the steering wheel compensation ratio can be obtained by querying the second relationship table using the vehicle's current speed and the current steering wheel torque, thus achieving high efficiency in determining the steering wheel compensation ratio.

[0126] For example, Table 2 below is an example of a second relation table.

[0127] Table 2

[0128]

[0129] In some embodiments, during the determination of the steering wheel compensation ratio, the steering wheel torque is compared with a preset torque threshold. If the steering wheel torque is greater than or equal to the preset torque threshold, the steering wheel compensation ratio is set to 0, thus setting the target steering wheel compensation value to 0. A target steering wheel compensation value of 0 indicates that the electric power steering system does not apply steering assistance to the steering wheel. The preset torque threshold is set by technicians according to actual conditions, for example, 3 Nm; this embodiment does not limit this setting. Setting the preset torque threshold is to prevent excessive compensation torque from affecting driver operation when the driver actively turns the steering wheel. If the driver's hand force when turning the steering wheel exceeds the preset torque threshold, it is considered that the driver is actively adjusting the direction and no steering assistance is applied.

[0130] Part Three: The electric power steering system multiplies the initial steering wheel compensation value by the steering wheel compensation ratio to obtain the target steering wheel compensation value.

[0131] The target steering wheel compensation value, also known as the compensation value, is used to reduce the driver's steering effort and improve comfort.

[0132] In some embodiments, steps 404 and 405 are performed by the power assist compensation module of the electric power steering system.

[0133] 406. The electric power steering system adjusts the steering angle of the front wheels based on the target steering wheel compensation value and the current steering angle.

[0134] The purpose of adjusting the steering angle of the front wheel is to make it consistent with the steering angle when the rear wheel is locked, so that the vehicle can travel in a straight line.

[0135] In one possible implementation, the electric power steering system uses the target steering wheel compensation value to control the vehicle's steering wheel to turn to the target steering wheel angle corresponding to the current steering angle, thereby adjusting the steering angle of the front wheels to the current steering angle. Adjusting the steering wheel angle to the target angle allows the vehicle to be positioned in its actual neutral position. After adjusting the steering angle of the front wheels to the current steering angle, the steering angles of the front and rear wheels can be kept consistent, enabling the vehicle to travel in a straight line.

[0136] In some embodiments, step 406 is performed by the power steering module of the electric power steering system.

[0137] 407. When the current steering angle is the target steering angle and the rear wheels of the vehicle are locked, the electric power steering system controls the steering wheel in a preset manner.

[0138] The current steering angle when the rear wheels are locked is the target steering angle, meaning the rear wheels are locked in the center position. A malfunction in the rear wheel steering gear will not affect the vehicle's normal operation; the electric power steering system can control the steering wheel according to the preset method. The preset method refers to the default method or the user-configured method, which is not limited in this embodiment.

[0139] All of the above-mentioned optional technical solutions can be combined in any way to form the optional embodiments of this application, and will not be described in detail here.

[0140] The technical solution provided in this application addresses a situation where the rear wheels of a vehicle are locked and the current steering angle at the time of locking is not the target steering angle. A target steering wheel compensation value is then determined, which is the rotational speed of the steering wheel when the front wheels are adjusted to the current steering angle. Based on this target steering wheel compensation value and the target steering angle, the steering angle of the front wheels is adjusted so that it matches the angle at which the rear wheels are locked. This allows the vehicle to travel in a straight line even when the rear wheels are locked at a non-target steering angle, reducing the difficulty of driving the vehicle.

[0141] In other words, the technical solution provided in this application mitigates the impact of malfunctions from the perspective of driving safety and comfort. On the one hand, it optimizes the steering feel of the front wheels when the rear wheels are locked in a non-center position, reducing the difficulty of operation for the driver and effectively alleviating driving fatigue. On the other hand, displaying malfunction warnings on the instrument panel and playing voice prompts can effectively guide the driver to operate the vehicle correctly in a malfunctioning state and reduce panic.

[0142] Figure 6 This is a schematic diagram of the structure of a wheel steering angle control device provided in an embodiment of this application. See also... Figure 6 The device includes: a target rotation angle determination unit 601, a compensation value determination unit 602, and an adjustment unit 603.

[0143] The target steering angle determination unit 601 is used to determine the target steering angle of the steering wheel based on the current steering angle of the rear wheels when the rear wheels of the vehicle are locked and the current steering angle when locked is not the target steering angle.

[0144] The compensation value determination unit 602 is used to determine the target steering wheel compensation value.

[0145] The adjustment unit 603 is used to adjust the steering angle of the front wheels to be the same as the current steering angle of the rear wheels based on the target steering angle of the steering wheel and the target steering wheel compensation value.

[0146] In one possible implementation, the compensation value determining unit 602 is used to determine an initial steering wheel compensation value based on the target steering angle of the steering wheel, the vehicle's driving parameters, and the vehicle's steering wheel parameters. Based on the driving parameters and the steering wheel parameters, a steering wheel compensation ratio is determined. The initial steering wheel compensation value is multiplied by the steering wheel compensation ratio to obtain the target steering wheel compensation value.

[0147] In one possible implementation, the driving parameters include the vehicle's current speed, the steering wheel parameters include the current steering wheel angle, and the compensation value determination unit 602 is used to determine a first relationship table corresponding to the target steering wheel angle. This first relationship table stores the correspondence between vehicle speed, steering wheel angle, and initial steering wheel compensation value. The initial steering wheel compensation value is obtained by querying this first relationship table using the vehicle's current speed and the current steering wheel angle.

[0148] In one possible implementation, the compensation value determining unit 602 is used to obtain a first steering wheel rotation speed and a second steering wheel rotation speed from the first relationship table when the current steering angle of the steering wheel is not found in the first relationship table. The first steering wheel rotation speed is the steering wheel rotation speed in the first relationship table corresponding to the current vehicle speed and the first steering angle, and the second steering wheel rotation speed is the steering wheel rotation speed in the first relationship table corresponding to the current vehicle speed and the second steering angle. The current steering angle of the steering wheel is greater than the first steering angle and less than the second steering angle. Based on the current steering angle of the steering wheel, the first steering wheel rotation speed, the second steering wheel rotation speed, the first steering angle, and the second steering angle, an initial steering wheel compensation value is determined.

[0149] In one possible implementation, the steering wheel parameter also includes the current steering wheel torque of the vehicle, which is the torque applied to the steering wheel by the driver. The compensation value determination unit 602 is used to query a second relationship table using the current vehicle speed and the steering wheel torque to obtain the steering wheel compensation ratio. The second relationship table is used to store the correspondence between vehicle speed, steering wheel torque and steering wheel compensation ratio.

[0150] In one possible implementation, the compensation value determination unit 602 is further configured to determine the steering wheel compensation ratio as 0 when the steering wheel turning torque is greater than or equal to a preset torque threshold, so as to determine the target steering wheel compensation value as 0.

[0151] In one possible implementation, the adjustment unit 603 is used to control the steering wheel of the vehicle to rotate to the target steering angle corresponding to the current steering angle using the target steering wheel compensation value, so as to adjust the steering angle of the front wheel to the current steering angle.

[0152] In one possible implementation, the device further includes:

[0153] The fault indication unit is used to display a fault indication on the vehicle's instrument panel and play a voice prompt when the rear wheels of the vehicle are locked and the current steering angle at the time of locking is not the target steering angle. Both the fault indication and the voice prompt are used to indicate that the rear wheels cannot turn to the target steering angle.

[0154] In one possible implementation, the fault indication is a prompt animation that displays the current steering angle when the rear wheels of the vehicle are locked and the steering wheel rotation method when keeping the vehicle moving straight.

[0155] It should be noted that the wheel angle control device provided in the above embodiments is only illustrated by the division of the above functional modules. In practical applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the computer device can be divided into different functional modules to complete all or part of the functions described above. In addition, the wheel angle control device and the wheel angle control method embodiments provided in the above embodiments belong to the same concept, and the specific implementation process can be found in the method embodiments, which will not be repeated here.

[0156] The technical solution provided in this application addresses a situation where the rear wheels of a vehicle are locked and the current steering angle at the time of locking is not the target steering angle. A target steering wheel compensation value is then determined, which is the rotational speed of the steering wheel when the front wheels are adjusted to the current steering angle. Based on this target steering wheel compensation value and the target steering angle, the steering angle of the front wheels is adjusted so that it matches the angle at which the rear wheels are locked. This allows the vehicle to travel in a straight line even when the rear wheels are locked at a non-target steering angle, reducing the difficulty of driving the vehicle.

[0157] This application also provides a vehicle. Figure 7 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application.

[0158] Typically, vehicle 700 includes one or more processors 701 and one or more memories 702.

[0159] Processor 701 may include one or more processing cores, such as a quad-core processor, a seven-core processor, etc. Processor 701 may be implemented using at least one hardware form selected from DSP (Digital Signal Processing), FPGA (Field-Programmable Gate Array), and PLA (Programmable Logic Array). Processor 701 may also include a main processor and a coprocessor. The main processor, also known as a CPU (Central Processing Unit), is used to process data in the wake-up state; the coprocessor is a low-power processor used to process data in the standby state. In some embodiments, processor 701 may integrate a GPU (Graphics Processing Unit), which is responsible for rendering and drawing the content to be displayed on the screen. In some embodiments, processor 701 may also include an AI (Artificial Intelligence) processor, which is used to handle computational operations related to machine learning.

[0160] The memory 702 may include one or more computer-readable storage media, which may be non-transitory. The memory 702 may also include high-speed random access memory and non-volatile memory, such as one or more disk storage devices or flash memory devices. In some embodiments, the non-transitory computer-readable storage media in the memory 702 are used to store at least one computer program, which is executed by the processor 701 to implement the wheel angle control method provided in the method embodiments of this application.

[0161] Those skilled in the art will understand that Figure 7 The structure shown does not constitute a limitation on vehicle 700 and may include more or fewer components than shown, or combine certain components, or use different component arrangements.

[0162] In addition, the device provided in the embodiments of this application may specifically be a chip, component or module. The chip may include a connected processor and a memory. The memory is used to store instructions. When the processor calls and executes the instructions, the chip can execute a method for controlling the wheel turning angle provided in the above embodiments.

[0163] 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 above-described method steps to implement a method for controlling the wheel turning angle provided in the above embodiment.

[0164] This embodiment also provides a computer program product that, when run on a computer, causes the computer to perform the aforementioned steps to implement a method for controlling wheel rotation angle provided in the above embodiment.

[0165] In this embodiment, the device, computer-readable storage medium, computer program product, or chip are all used to execute the corresponding methods provided above. Therefore, the beneficial effects they can achieve can be referred to the beneficial effects in the corresponding methods provided above, and will not be repeated here.

[0166] 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.

[0167] 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.

[0168] 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 method for controlling the steering angle of a wheel, characterized in that, The method includes: When the rear wheels of the vehicle are locked and the current steering angle at the time of locking is not the target steering angle, the target steering angle of the steering wheel is determined based on the current steering angle of the rear wheels. Determine the target steering wheel compensation value, which is the product of the initial steering wheel compensation value and the steering wheel compensation ratio. The initial steering wheel compensation value is obtained by querying the first relationship table corresponding to the target steering wheel angle using the current vehicle speed and the current steering wheel angle. Based on the target steering angle of the steering wheel and the target steering wheel compensation value, adjust the steering angle of the front wheels to be the same as the current steering angle of the rear wheels; The method further includes: If the current steering wheel angle is not found in the first relationship table, the first steering wheel speed and the second steering wheel speed are obtained from the first relationship table. The first steering wheel speed is the steering wheel speed in the first relationship table that corresponds to the current vehicle speed and the first steering angle. The second steering wheel speed is the steering wheel speed in the first relationship table that corresponds to the current vehicle speed and the second steering angle. The current steering wheel angle is greater than the first steering angle and less than the second steering angle. The initial steering wheel compensation value is determined based on the current steering wheel angle, the first steering wheel speed, the second steering wheel speed, the first steering angle, and the second steering angle.

2. The method according to claim 1, characterized in that, The determined target steering wheel compensation value includes: Based on the target steering angle of the steering wheel, the driving parameters of the vehicle, and the steering wheel parameters of the vehicle, an initial steering wheel compensation value is determined; Based on the driving parameters and the steering wheel parameters, determine the steering wheel compensation ratio; The target steering wheel compensation value is obtained by multiplying the initial steering wheel compensation value by the steering wheel compensation ratio.

3. The method according to claim 2, characterized in that, The driving parameters include the vehicle's current speed, and the steering wheel parameters include the current steering wheel angle. Determining the initial steering wheel compensation value based on the target steering wheel angle, the driving parameters, and the steering wheel parameters includes: A first relationship table is determined to correspond to the target steering angle of the steering wheel. The first relationship table is used to store the correspondence between vehicle speed, steering wheel angle and initial steering wheel compensation value. The initial steering wheel compensation value is obtained by querying the first relationship table using the vehicle's current speed and the steering wheel's current angle.

4. The method according to claim 3, characterized in that, The steering wheel parameters also include the current steering wheel torque of the vehicle, which is the torque applied to the steering wheel by the driver. Determining the steering wheel compensation ratio based on the driving parameters and the steering wheel parameters includes: The steering wheel compensation ratio is obtained by querying the second relationship table using the vehicle's current speed and the steering wheel torque. The second relationship table is used to store the correspondence between vehicle speed, steering wheel torque and steering wheel compensation ratio.

5. The method according to claim 4, characterized in that, The process of determining the steering wheel compensation ratio based on the driving parameters and the steering wheel parameters further includes: When the steering wheel torque is greater than or equal to a preset torque threshold, the steering wheel compensation ratio is set to 0, so that the target steering wheel compensation value is set to 0.

6. The method according to claim 1, characterized in that, The step of adjusting the steering angle of the front wheels to be the same as the current steering angle of the rear wheels based on the target steering angle of the steering wheel and the target steering wheel compensation value includes: The target steering wheel compensation value is used to control the steering wheel of the vehicle to rotate to the target steering angle corresponding to the current steering angle, so as to adjust the steering angle of the front wheels to the current steering angle.

7. The method according to claim 1, characterized in that, The method further includes: When the rear wheels of the vehicle are locked and the current steering angle is not the target steering angle, a fault warning is displayed on the vehicle's dashboard and a voice prompt is played. Both the fault warning and the voice prompt are used to indicate that the rear wheels cannot turn to the target steering angle.

8. A vehicle, characterized in that, The vehicles include: Memory, used to store executable program code; A processor is configured to call and run the executable program code from the memory, causing the vehicle to perform the wheel angle control method as described in any one of claims 1 to 7.

9. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores at least one piece of program code, which is loaded by a processor and executed by the wheel angle control method according to any one of claims 1 to 7.

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