A method, device, vehicle and storage medium for allocating vehicle turning angles

Abstract

The present application provides a method, device, vehicle and storage medium for allocating vehicle steering angles, the method comprising: receiving a steering angle request sent by an intelligent driving system when the intelligent driving mode of the vehicle is turned on; wherein the steering angle request includes the vehicle steering angle; obtaining the current driving parameters of the vehicle; determining the state of the front wheels and the state of the rear wheels of the vehicle based on the current driving parameters; and allocating the vehicle steering angle to the front wheels and / or the rear wheels based on the state of the front wheels and the state of the rear wheels. The method can reasonably allocate the vehicle steering angle based on the state of the front wheels and the state of the rear wheels, and improve the flexibility and stability of the vehicle steering control.

Description

Technical Field

[0001] The present application relates to the field of vehicles, and more specifically, to a method, device, vehicle and storage medium for allocating a whole vehicle turning angle in the field of vehicles. Background Art

[0002] With the advancement of technology and the continuous improvement of user needs, smart driving vehicles have become an important development direction of the automotive industry. For vehicles with smart driving mode, when the smart driving mode is turned on, the smart driving system can monitor the surrounding environment in real time, assist or control the vehicle's driving, steering, and obstacle avoidance based on the monitored data, and complete driving tasks, which greatly reduces user operations and improves the user's driving experience.

[0003] In the prior art, the intelligent driving system can generate a steering request including the vehicle's turning angle through the surrounding environment data and / or the driving route collected by the sensor, and control the front wheels of the vehicle based on the steering request including the vehicle's turning angle to control the vehicle's steering. However, the existing intelligent driving system's method of controlling vehicle steering is not flexible and reliable, and steering failure is prone to occur. Summary of the invention

[0004] The present application provides a method, device, vehicle and storage medium for allocating the steering angle of the entire vehicle. The method can achieve reasonable allocation of the steering angle of the entire vehicle and improve the flexibility and stability of the vehicle steering control.

[0005] In a first aspect, a method for allocating a vehicle turning angle is provided, the method comprising: receiving a turning angle request sent by an intelligent driving system when an intelligent driving mode of the vehicle is turned on; wherein the turning angle request includes a vehicle turning angle; obtaining current driving parameters of the vehicle; determining a state of a front wheel and a state of a rear wheel of the vehicle based on the current driving parameters; and allocating the vehicle turning angle to the front wheel and / or the rear wheel based on the state of the front wheel and the state of the rear wheel.

[0006] In the above technical solution, when the vehicle turns on the intelligent driving mode, the status of the front and rear wheels of the vehicle is determined based on the current driving parameters of the vehicle, and the whole vehicle turning angle of the intelligent driving system is allocated based on the status of the front and rear wheels of the vehicle, which not only takes into account the status of the front wheels, but also the status of the rear wheels. The rear wheel steering can be controlled under certain circumstances as needed, which increases the flexibility of steering control, allows the vehicle to operate more flexibly in low-speed turns or narrow spaces, and improves the reliability of the steering system: and the whole vehicle turning angle can be allocated to the front wheels and / or rear wheels. Even if there is a problem with the front wheel steering system, the rear wheel steering can be used to maintain the steering control of the vehicle, which improves the redundancy and reliability of the steering system and reduces the risk of steering failure.

[0007] In combination with the first aspect, in certain possible implementations, the vehicle steering angle is allocated to the front wheels and / or the rear wheels based on the state of the front wheels and the state of the rear wheels, including: when the front wheels are not in a slip state and the rear wheels are in a slip state, the vehicle steering angle is allocated to the front wheels; when the rear wheels are not in a slip state and the front wheels are in a slip state, the vehicle steering angle is allocated to the rear wheels.

[0008] In the above technical solution, the vehicle steering angle is reasonably allocated based on the state of the front wheels and the rear wheels (whether they are in a slipping state), which can ensure the stability and safety of the vehicle when turning. Specifically, when there are wheels in a slipping state, the vehicle steering angle is allocated to the wheels that are not in a slipping state, so that the vehicle steering is controlled by the wheels that are not in a slipping state, which can reduce the risk of vehicle loss of control and improve driving safety.

[0009] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the vehicle steering angle is allocated to the front wheels and / or the rear wheels based on the state of the front wheels and the state of the rear wheels, including: when both the front wheels and the rear wheels are not in a slip state, judging whether the vehicle steering angle is greater than a first threshold value of the front wheels; when it is determined that the vehicle steering angle is less than or equal to the first threshold value, allocating the vehicle steering angle to the front wheels; when it is determined that the vehicle steering angle is greater than the first threshold value, allocating the vehicle steering angle based on the current speed of the vehicle.

[0010] In the above technical solution, when both the front wheels and the rear wheels are not in a slipping state, the first threshold value of the front wheels can be used to reasonably distribute the vehicle turning angle, ensure the front wheel steering priority, and thus improve the overall stability of the vehicle.

[0011] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the whole vehicle turning angle is allocated based on the current speed of the vehicle, including: when it is determined that the current speed is less than or equal to the preset speed, allocating a turning angle of a first threshold to the front wheels; subtracting the first threshold from the whole vehicle turning angle to obtain a remaining turning angle; using the remaining turning angle as a reverse turning angle opposite to the steering direction of the front wheels, and allocating the reverse turning angle to the rear wheels.

[0012] In the above technical solution, when the current vehicle speed is less than a preset threshold, the front wheels are preferentially allocated a steering angle of the first threshold, and the remaining steering angle is allocated to the rear wheels as a steering angle opposite to the steering direction of the front wheels, thereby realizing the steering angle of the entire vehicle. The direction of the rear wheels is opposite to that of the front wheels, which increases the vehicle steering while ensuring the vehicle stability and improving the steering performance of the vehicle when driving at low speeds.

[0013] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the whole vehicle turning angle is allocated based on the current speed of the vehicle, including: when it is determined that the current speed is greater than the preset speed, allocating a turning angle of a first threshold to the front wheels; subtracting the first threshold from the whole vehicle turning angle to obtain a residual turning angle; based on the residual turning angle and the turning angle of the first threshold, determining an auxiliary turning angle; wherein the auxiliary turning angle is in the same direction as the turning angle of the front wheels; and allocating the auxiliary turning angle to the rear wheels.

[0014] In the above technical solution, when the current vehicle speed is greater than the preset vehicle speed, the auxiliary steering angle allocated to the rear wheels is determined by the remaining steering angle and the steering angle allocated to the front wheels to control the vehicle steering. This allows the vehicle to achieve steering greater than the front wheel steering limit even when running at high speed, thereby improving the flexibility of the vehicle steering control.

[0015] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, after subtracting the first threshold from the vehicle turning angle to obtain the remaining turning angle, the method also includes: when the remaining turning angle is greater than the second threshold of the rear wheels, no turning angle is allocated to the rear wheels, and the wheels on the steering side of the vehicle are braked.

[0016] In the above technical solution, when the remaining turning angle is greater than the second threshold value of the rear wheels, the wheel on the steering side is braked, so that the vehicle can be steered by reducing the speed of the wheel on the steering side without increasing the turning angle of the rear wheels, thereby optimizing the steering performance, improving the stability and safety of the vehicle when driving at high speeds, and improving driving comfort.

[0017] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the state of the front wheels and the state of the rear wheels of the vehicle are determined based on the current driving parameters, including: determining a first adhesion coefficient of the road surface on which the front wheels are located and a second adhesion coefficient of the road surface on which the rear wheels are located based on the current driving parameters; determining that the front wheels are in a slipping state when the first adhesion coefficient is less than or equal to a preset threshold, and determining that the front wheels are not in a slipping state when the first adhesion coefficient is greater than the preset threshold; determining that the front wheels are in a slipping state when the second adhesion coefficient is less than or equal to the preset threshold, and determining that the front wheels are not in a slipping state when the second adhesion coefficient is greater than the preset threshold.

[0018] In the above technical solution, by calculating the adhesion coefficient of the road surface on which the front wheels and rear wheels are located respectively, it is possible to accurately determine whether the front wheels and rear wheels of the vehicle are in a slipping state. When the wheels are in a slipping state, if the steering of the vehicle is controlled based on the wheels, it may cause the stability of the vehicle to decrease, or even lose control and cause the vehicle to be unable to steer. Therefore, by determining whether the front wheels and rear wheels of the vehicle are in a slipping state based on the adhesion coefficient, the vehicle steering angle can be reasonably allocated based on the state of the wheels when the vehicle is steering, thereby improving the accuracy and safety of the vehicle steering.

[0019] In summary, when the vehicle of the present application is in the intelligent driving mode, the adhesion coefficients of the road surfaces on which the front wheels and rear wheels are located are calculated based on the current driving parameters of the vehicle, and it is possible to accurately determine whether the front wheels and rear wheels of the vehicle are in a slipping state. When there are wheels in a slipping state, the vehicle steering angle is allocated to the wheels that are not in a slipping state, so as to control the steering of the vehicle through the wheels that are not in a slipping state, thereby reducing the risk of vehicle loss of control and improving driving safety. When both the front wheels and the rear wheels are not in a slipping state, the vehicle steering angle can be reasonably allocated based on the first threshold of the front wheels and the current vehicle speed, thereby improving the flexibility of vehicle steering control.

[0020] In a second aspect, a device for allocating a vehicle turning angle is provided, the device comprising: a receiving module, for receiving a turning angle request sent by an intelligent driving system when the intelligent driving mode of the vehicle is on; wherein the turning angle request includes the vehicle turning angle; an acquisition module, for acquiring current driving parameters of the vehicle; a determination module, for determining the state of the front wheels and the state of the rear wheels of the vehicle based on the current driving parameters; and an allocation module, for allocating the vehicle turning angle to the front wheels and / or the rear wheels based on the state of the front wheels and the state of the rear wheels.

[0021] In combination with the second aspect, in some possible implementations, the allocation module is specifically used to allocate the vehicle steering angle to the front wheels when the front wheels are not in a slipping state and the rear wheels are in a slipping state; and allocate the vehicle steering angle to the rear wheels when the rear wheels are not in a slipping state and the front wheels are in a slipping state.

[0022] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the allocation module is specifically used to, when neither the front wheels nor the rear wheels are in a slip state, determine whether the vehicle steering angle is greater than a first threshold of the front wheels; when it is determined that the vehicle steering angle is less than or equal to the first threshold, allocate the vehicle steering angle to the front wheels; when it is determined that the vehicle steering angle is greater than the first threshold, allocate the vehicle steering angle based on the current speed of the vehicle.

[0023] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the allocation module is specifically used to, when it is determined that the current vehicle speed is less than or equal to a preset vehicle speed, allocate a turning angle of a first threshold to the front wheels; subtract the first threshold from the vehicle turning angle to obtain a remaining turning angle; use the remaining turning angle as a reverse turning angle opposite to the steering direction of the front wheels, and allocate the reverse turning angle to the rear wheels.

[0024] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the allocation module is specifically used to, when it is determined that the current vehicle speed is greater than a preset vehicle speed, allocate a turning angle of a first threshold to the front wheels; subtract the first threshold from the vehicle turning angle to obtain a residual turning angle; based on the residual turning angle and the turning angle of the first threshold, determine an auxiliary turning angle; wherein the auxiliary turning angle is in the same direction as the turning angle of the front wheels; and allocate the auxiliary turning angle to the rear wheels.

[0025] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the device also includes: a braking module, which is used to not allocate a steering angle to the rear wheels and to perform braking control on the wheels on the steering side of the vehicle when the remaining steering angle is greater than a second threshold value of the rear wheels.

[0026] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the determination module is specifically used to: determine, based on current driving parameters, a first adhesion coefficient of the road surface on which the front wheels are located and a second adhesion coefficient of the road surface on which the rear wheels are located; when the first adhesion coefficient is less than or equal to a preset threshold, determine that the front wheels are in a slipping state, and when the first adhesion coefficient is greater than the preset threshold, determine that the front wheels are not in a slipping state; when the second adhesion coefficient is less than or equal to the preset threshold, determine that the front wheels are in a slipping state, and when the second adhesion coefficient is greater than the preset threshold, determine that the front wheels are not in a slipping state.

[0027] In a third aspect, a vehicle is provided, comprising a memory and a processor. The memory is used to store executable program code, and the processor is used to call and run the executable program code from the memory, so that the vehicle executes the method in the first aspect or any possible implementation of the first aspect.

[0028] In a fourth aspect, a computer program product is provided, comprising: a computer program code, which, when executed on a computer, enables the computer to execute the method in the first aspect or any possible implementation of the first aspect.

[0029] In a fifth aspect, a computer-readable storage medium is provided, which stores a computer program code. When the computer program code runs on a computer, the computer executes the method in the above-mentioned first aspect or any possible implementation manner of the first aspect. BRIEF DESCRIPTION OF THE DRAWINGS

[0030] Figure 1 It is a schematic flow chart of a method for allocating vehicle turning angles provided in an embodiment of the present application.

[0031] Figure 2 It is a structural schematic diagram of a system for controlling vehicle steering provided in an embodiment of the present application.

[0032] Figure 3 It is a structural schematic diagram of a device for allocating the turning angle of a whole vehicle provided in an embodiment of the present application.

[0033] Figure 4 It is a structural schematic diagram of a vehicle provided in an embodiment of the present application. DETAILED DESCRIPTION

[0034] The technical solution in the present application will be described clearly and in detail below in conjunction with the accompanying drawings. In the description of the embodiments of the present application, unless otherwise specified, " / " means or, for example, A / B can mean A or B: "and / or" in the text is only a description of the association relationship of associated objects, indicating that there can be three relationships, for example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. In addition, in the description of the embodiments of the present application, "multiple" means two or more than two.

[0035] In the following, the terms "first" and "second" are used for descriptive purposes only and are not to be understood as suggesting or implying 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 the features.

[0036] In the prior art, the intelligent driving system generates a steering request including the vehicle turning angle through the surrounding environment data collected by sensors and / or the driving route. For example, the intelligent driving vehicle C is driving on a city road, and there is an intersection ahead. The intelligent driving system has planned a left turn path. The system can calculate the required vehicle turning angle, such as 45 degrees, based on the turning path, and generate a steering request including the vehicle turning angle, so that the vehicle controls the front wheels based on the steering request including the vehicle turning angle to achieve vehicle steering.

[0037] In the prior art, the intelligent driving system does not consider the state of the wheels when controlling the steering of the vehicle. The steering control of the vehicle is not flexible enough and steering failure is prone to occur.

[0038] Figure 1 This is a schematic flow chart of a method for allocating vehicle turning angles provided in an embodiment of the present application. The method is applied to a vehicle, and specifically can be applied to an intelligent driving control system or a chassis domain controller of a vehicle.

[0039] For example, Figure 1 As shown, the method 100 includes:

[0040] Step 101, when the intelligent driving mode of the vehicle is turned on, receiving a turning angle request sent by the intelligent driving system;

[0041] The turning angle request includes the turning angle of the entire vehicle.

[0042] Step 102, obtaining the current driving parameters of the vehicle;

[0043] Step 103, determining the state of the front wheels and the state of the rear wheels of the vehicle based on the current driving parameters;

[0044] Step 104: allocating the vehicle turning angle to the front wheels and / or the rear wheels based on the state of the front wheels and the state of the rear wheels.

[0045] exist Figure 1 In the illustrated embodiment, when the vehicle turns on the intelligent driving mode, the states of the front and rear wheels of the vehicle are determined based on the current driving parameters of the vehicle, and the whole vehicle turning angle of the intelligent driving system is allocated based on the states of the front and rear wheels of the vehicle, taking not only the states of the front wheels but also the states of the rear wheels into consideration, and the rear wheel steering can be controlled under certain circumstances as needed, thereby increasing the flexibility of the steering control, allowing the vehicle to operate more flexibly at low speeds or in narrow spaces, and improving the reliability of the steering system: and the whole vehicle turning angle can be allocated to the front and / or rear wheels, and even if there is a problem with the front wheel steering system, the rear wheel steering can be used to maintain the steering control of the vehicle, thereby improving the redundancy and reliability of the steering system and reducing the risk of steering failure.

[0046] Below Figure 1 The specific implementation methods of each step in the embodiment shown are described as follows:

[0047] In step 101, the intelligent driving mode means that the vehicle has the ability of automated driving and can automatically control the vehicle's driving, steering, acceleration, deceleration, obstacle avoidance and other actions based on the data collected in real time by various sensors installed in the vehicle. When the vehicle turns on the intelligent driving mode, the driver's operating burden can be reduced.

[0048] The driver can start the vehicle's intelligent driving mode through the vehicle's central control screen or a dedicated button. When the vehicle detects that the driver presses the button to start the vehicle's intelligent driving mode, it is determined that the vehicle has turned on the intelligent driving mode.

[0049] A turning angle request refers to a request generated by the intelligent driving system based on the vehicle's current driving state and target path, including the vehicle's entire turning angle. The vehicle's entire turning angle refers to the angle at which the vehicle as a whole needs to turn.

[0050] It can be understood that after the vehicle turns on the intelligent driving mode, the intelligent driving system can calculate the angle at which the vehicle needs to turn, that is, the vehicle turning angle, based on the road conditions and the target path, and send the calculated vehicle turning angle to the vehicle's chassis domain controller through a turning angle request. The chassis domain controller can receive the turning angle request including the vehicle turning angle sent by the intelligent driving system.

[0051] Figure 2It is a structural schematic diagram of a system for controlling vehicle steering provided in an embodiment of the present application.

[0052] For example, Figure 2 As shown, the system 200 includes: an intelligent driving system (Advanced Driver Assistance Systems, ADAS) 201, a chassis domain controller 202, and the ADAS 201 is connected to the chassis domain controller 202. ADAS 201 calculates the vehicle turning angle that the vehicle needs to turn, for example, 100°, based on the current driving state of the vehicle and the target path. ADAS 201 sends a turning angle request including a vehicle turning angle of 100° to the chassis domain controller 202, and the chassis domain controller 202 receives the turning angle request sent by the intelligent driving system and obtains the vehicle turning angle.

[0053] In step 102, the current driving parameters are the driving state parameters of the vehicle at the current moment, including but not limited to the vehicle speed, front wheel speed, rear wheel speed, acceleration and other parameters. After the vehicle determines that the intelligent driving mode is turned on, the vehicle speed, front wheel speed, rear wheel speed, acceleration and other parameters can be obtained in real time to obtain the current driving parameters of the vehicle.

[0054] For example, Figure 2 As shown, the system 200 also includes: a vehicle speed sensor 203, a front wheel speed sensor 204, a rear wheel speed sensor 205, an acceleration sensor 206 and other sensors. Among them, the vehicle speed sensor 203, the front wheel speed sensor 204, the rear wheel speed sensor 205, the acceleration sensor 206 and other sensors are all connected to the chassis domain controller 202. After receiving the turning angle request sent by the ADAS 201, the chassis domain controller 202 obtains the vehicle speed through the vehicle speed sensor 203, obtains the wheel speed of the front wheel of the vehicle through the front wheel speed sensor 204, obtains the wheel speed of the rear wheel of the vehicle through the rear wheel speed sensor 205, and obtains the acceleration through the acceleration sensor 206.

[0055] In step 103, during the driving process of the vehicle, due to changes in road materials or other factors, the front wheels and the rear wheels may be in different states. The vehicle can determine the state of the front wheels and the state of the rear wheels of the vehicle based on driving state parameters such as vehicle speed, front wheel speed, rear wheel speed, acceleration, etc.

[0056] In a possible implementation, based on current driving parameters, the state of the front wheels and the state of the rear wheels of the vehicle are determined, including: based on the current driving parameters, determining a first adhesion coefficient of the road surface on which the front wheels are located and a second adhesion coefficient of the road surface on which the rear wheels are located; when the first adhesion coefficient is less than or equal to a preset threshold, determining that the front wheels are in a slipping state, and when the first adhesion coefficient is greater than the preset threshold, determining that the front wheels are not in a slipping state; when the second adhesion coefficient is less than or equal to the preset threshold, determining that the front wheels are in a slipping state, and when the second adhesion coefficient is greater than the preset threshold, determining that the front wheels are not in a slipping state.

[0057] As in the above embodiment, the driving state parameters include but are not limited to the vehicle speed, the wheel speed of the front wheels, the wheel speed of the rear wheels, the acceleration and other parameters. The first adhesion coefficient of the road surface on which the front wheels of the vehicle are located and the second adhesion coefficient of the road surface on which the rear wheels are located can be determined based on the vehicle speed, the wheel speed of the front wheels, the wheel speed of the rear wheels, the acceleration and other parameters, and the state of the front wheels and the state of the rear wheels can be determined based on the first adhesion coefficient and the second adhesion coefficient.

[0058] It is understandable that different road materials or road surfaces in different weather conditions (such as rainy days, snowy days) have different adhesion coefficients. Road surfaces with different adhesion coefficients provide different grip to the vehicle's wheels, causing the vehicle's wheels to be in different states.

[0059] like Figure 2 As shown, the chassis domain controller 202 includes a signal processing module 2021, which can calculate the slip rate of the wheel based on the vehicle speed, the wheel speed of the front wheel, and the wheel speed of the rear wheel, and then calculate the adhesion coefficient of the road surface on which the wheel is located. Specifically, the signal processing module 2021 can first calculate the first slip rate of the front wheel and the second slip rate of the rear wheel based on the vehicle speed, the wheel speed of the front wheel, and the wheel speed of the rear wheel, and then determine the first adhesion coefficient of the road surface on which the front wheel is located based on the first slip rate, and determine the second adhesion coefficient of the road surface on which the rear wheel is located based on the second slip rate. Among them, the slip rate is the relative sliding degree between the tire and the ground, which can reflect the friction between the tire and the ground.

[0060] The step of calculating the first adhesion coefficient includes: dividing the difference |V2-V1| between the wheel speed V2 of the front wheel and the vehicle speed V1 by the vehicle speed V1 to obtain the first slip ratio S1 of the front wheel. The step of calculating the second adhesion coefficient includes: dividing the difference |V3-V1| between the wheel speed V3 of the rear wheel and the vehicle speed V1 by the vehicle speed V1 to obtain the second slip ratio S2 of the rear wheel.

[0061] The step of calculating the adhesion coefficients corresponding to the front wheels and the rear wheels respectively based on the first slip ratio and the second slip force includes: substituting the first slip ratio and the second slip ratio into a tire model (such as Pacejka's "Magic Formula" model) to calculate the lateral force F1 of the front wheels and the lateral force F2 of the rear wheels. The lateral force F1 of the front wheels is divided by the vertical load F3 of any one of the front wheels to obtain the first adhesion coefficient corresponding to the front wheels, and the lateral force F2 of the rear wheels is divided by the vertical load F4 of any one of the rear wheels to obtain the second adhesion coefficient corresponding to the rear wheels.

[0062] Generally, the vehicle's entire weight is evenly distributed on each wheel. The vehicle's entire weight G can be divided by the number of wheels n to obtain the vertical load of each wheel. At this time, it can be determined that the vertical load of each wheel is the same, that is, F3=F4.

[0063] For example, if the vehicle speed V1 is 20 m / s, the front wheel speed V2 is 19 m / s, and the rear wheel speed V3 is 22 m / s, then the first slip ratio of the front wheel S1=|19-20| / 20=0.05, and the second slip ratio of the rear wheel S2=|22-20| / 20=0.1. The formula for calculating the lateral force of the tire model is: F=D*sin(A*arctan(B*S+E*S 3 )), where A, B, D, and E are model parameters that can be adjusted according to the characteristics of the tire. Substituting S1=0.05 into the calculation, the lateral force F1 of the front wheel can be obtained, assuming it is 30N, and substituting S2=0.1 into the calculation, the lateral force F2 of the front wheel can be obtained, assuming it is 60N. The vehicle gravity is 300N, and the vehicle has four wheels, that is, n=4, then the vertical load F3=F4=G / n=300 / 4=75N of the wheel can be calculated. Further calculation shows that: the first adhesion coefficient μ1=F1 / F3=30 / 75=0.4, the second adhesion coefficient μ2=F2 / F4=60 / 75=0.8.

[0064] In some embodiments, the adhesion coefficient of the road surface on which the vehicle is located can also be calculated based on the acceleration. The acceleration is divided by the acceleration of gravity to obtain the adhesion coefficient, the adhesion coefficient is multiplied by the coefficient corresponding to the first slip rate to obtain the first adhesion coefficient, and the adhesion coefficient is multiplied by the coefficient corresponding to the second slip rate to obtain the second adhesion coefficient, wherein the larger the slip rate, the smaller the corresponding coefficient, and the minimum coefficient is 0 and the maximum is 1.

[0065] The greater the road adhesion coefficient, the greater the grip provided by the road to the vehicle wheels, and the less likely the wheels will slip. The preset threshold is the maximum adhesion coefficient at which the vehicle will slip, which can be set according to actual conditions and is not limited in the present application.

[0066] When the adhesion coefficient is less than or equal to the preset threshold, it indicates that the grip provided by the road to the vehicle wheels is too small, and the wheels are prone to slip. At this time, it can be determined that the wheel is in a slipping state. When the adhesion coefficient is greater than the preset threshold, it indicates that the grip provided by the road to the vehicle wheels is large, and the wheels are not prone to slip. At this time, it can be determined that the wheel is not in a slipping state.

[0067] Exemplarily, the preset threshold is 0.5, the first adhesion coefficient μ1=0.4, the second adhesion coefficient μ2=0.8, and if the first adhesion coefficient 0.4 is less than the preset threshold 0.5, it can be determined that the front wheels of the vehicle are in a slipping state, and if the second adhesion coefficient 0.8 is greater than the preset threshold 0.5, it can be determined that the rear wheels of the vehicle are not in a slipping state.

[0068] In the above method, by calculating the adhesion coefficient of the road surface on which the front and rear wheels are located, it is possible to accurately determine whether the front and rear wheels of the vehicle are in a slipping state. When a wheel is in a slipping state, if the steering of the vehicle is controlled based on the wheel, it may cause the stability of the vehicle to decrease, or even lose control and cause the vehicle to be unable to steer. Therefore, by determining whether the front and rear wheels of the vehicle are in a slipping state based on the adhesion coefficient, the vehicle steering angle can be reasonably allocated based on the state of the wheels when the vehicle is steering, thereby improving the accuracy and safety of the vehicle steering.

[0069] In step 104, after receiving the turning angle request including the whole vehicle turning angle, the chassis domain controller allocates the whole vehicle turning angle to the front wheels and the rear wheels based on the states of the front wheels and the rear wheels to control the steering of the vehicle.

[0070] In one possible implementation, the vehicle steering angle is allocated to the front wheels and / or the rear wheels based on the state of the front wheels and the state of the rear wheels, including: when the front wheels are not in a slip state and the rear wheels are in a slip state, the vehicle steering angle is allocated to the front wheels; when the rear wheels are not in a slip state and the front wheels are in a slip state, the vehicle steering angle is allocated to the rear wheels.

[0071] The front wheels and rear wheels of the vehicle are in different states, that is, one group is in a slipping state and the other group is not in a slipping state. Specifically, there are two situations: the front wheels are not in a slipping state and the rear wheels are in a slipping state, and the rear wheels are not in a slipping state and the front wheels are in a slipping state.

[0072] When the front wheels are not in a slipping state, it indicates that the front wheels of the vehicle have sufficient grip, and the steering of the vehicle can be controlled by controlling the front wheels of the vehicle. When the rear wheels are in a slipping state, it indicates that the grip of the rear wheels of the vehicle is insufficient. If the steering of the vehicle is controlled based on the rear wheels, the vehicle is likely to slip, that is, the steering of the vehicle cannot be controlled by controlling the rear wheels of the vehicle. Based on this, it can be determined that the entire vehicle steering angle needs to be allocated to the front wheels of the vehicle.

[0073] When the rear wheels are not in a slipping state, it indicates that the rear wheels of the vehicle have sufficient grip and the steering of the vehicle can be controlled by controlling the rear wheels of the vehicle. When the front wheels are in a slipping state, it indicates that the front wheels of the vehicle have insufficient grip. If the steering of the vehicle is controlled based on the front wheels, the front wheels will slip, causing the vehicle to be unable to steer, and even causing the vehicle to slip, causing a safety accident, that is, the steering of the vehicle cannot be controlled by controlling the front wheels of the vehicle. Based on this, it can be determined that the entire vehicle steering angle needs to be allocated to the rear wheels of the vehicle.

[0074] like Figure 2 As shown, the steering angle assigned to the front wheel is recorded as the front wheel steering angle, and the steering angle assigned to the rear wheel is recorded as the rear wheel steering angle. When the chassis domain controller 202 determines to assign the steering angle to the front wheel, the chassis domain controller 202 sends the front wheel steering angle to the front wheel steering actuator 207, and the front wheel steering actuator 207 controls the front wheel deflection based on the front wheel steering angle to control the vehicle steering. When the chassis domain controller 202 determines to assign the steering angle to the rear wheel, the chassis domain controller 202 sends the rear wheel steering angle to the rear wheel steering actuator 208, and the rear wheel steering actuator 208 controls the rear wheel deflection based on the rear wheel steering angle to control the vehicle steering.

[0075] In the above method, the vehicle steering angle is reasonably allocated based on the state of the front wheels and the rear wheels (whether they are in a slipping state), which can ensure the stability and safety of the vehicle when turning. Specifically, when there are wheels in a slipping state, the vehicle steering angle is allocated to the wheels that are not in a slipping state, so that the vehicle steering is controlled by the wheels that are not in a slipping state, which can reduce the risk of vehicle loss of control and improve driving safety.

[0076] In one possible implementation, the vehicle steering angle is allocated to the front wheels and / or rear wheels based on the state of the front wheels and the state of the rear wheels, including: when both the front wheels and the rear wheels are not in a slip state, determining whether the vehicle steering angle is greater than a first threshold value of the front wheels; when it is determined that the vehicle steering angle is less than or equal to the first threshold value, allocating the vehicle steering angle to the front wheels; when it is determined that the vehicle steering angle is greater than the first threshold value, allocating the vehicle steering angle based on the current speed of the vehicle.

[0077] The front wheels and rear wheels of the vehicle are in the same state, specifically including: both the front wheels and the rear wheels are in a slip state and neither the front wheels nor the rear wheels are in a slip state.

[0078] When both the front and rear wheels of the vehicle are in a slipping state, it indicates that the front and rear wheels of the current vehicle have insufficient grip and cannot control the steering of the vehicle. At this time, the vehicle does not respond to the turning request of the intelligent driving system.

[0079] When both the front wheels and the rear wheels of the vehicle are not in a slipping state, it indicates that both the front wheels and the rear wheels of the current vehicle have sufficient grip to control the steering of the vehicle. At this time, the steering angle can be allocated to both the front wheels and the rear wheels.

[0080] The first threshold is Figure 2 The front wheel steering limit value stored in the chassis domain controller 202 is shown to represent the maximum steering angle that the front wheel can achieve. In most vehicles, the front wheels of the vehicle are the main steering wheels and bear the main task of steering. The vehicle steering angle is usually allocated to the front wheels first. Therefore, after the vehicle steering angle is obtained when both the front wheels and the rear wheels are not in a slip state, the vehicle steering angle needs to be allocated based on the size relationship between the vehicle steering angle and the first threshold of the front wheels.

[0081] It is understandable that controlling the steering of the vehicle by the front wheels is usually achieved by controlling the front wheels of the vehicle to deflect to a certain angle. For example, to control the vehicle to turn left, it is necessary to control the front wheels to deflect to the left by a certain angle. Due to the mechanical structure of the vehicle, the deflection angle of the wheels has certain limitations, which is recorded as the maximum deflection angle, resulting in a maximum limit on the turning angle achieved by the front wheels of the vehicle, that is, the first threshold mentioned above.

[0082] When the vehicle turning angle is less than or equal to the first threshold, it can be determined that the vehicle steering can be controlled only by controlling the front wheels of the vehicle. In this case, the vehicle turning angle is allocated to the front wheels of the vehicle.

[0083] Exemplarily, the first threshold is 60°, and when the vehicle turning angle C is less than or equal to 60°, for example, C=50°, the vehicle turning angle C=50° is evenly distributed to the front wheels.

[0084] In some embodiments, due to the existence of a first threshold for the front wheels, when the front wheels are not in a slip state but the rear wheels are in a slip state, if the turning angle of the entire vehicle is greater than the first threshold, then only the turning angle of the first threshold can be allocated to the front wheels of the vehicle, that is to say, even if the entire vehicle needs a larger steering angle at this time, the front wheels can only reach their maximum deflection angle.

[0085] When the vehicle turning angle is greater than the first threshold, it can be determined that the front wheels of the vehicle are unable to control the vehicle to complete the vehicle turning angle corresponding to the turning angle request. At this time, the rear wheels need to assist the front wheels to complete the steering, and the steering angle needs to be allocated to the rear wheels to control the vehicle steering.

[0086] In the above method, when both the front wheels and the rear wheels are not in a slipping state, the first threshold value of the front wheels can be used to reasonably distribute the vehicle steering angle, ensure the front wheel steering priority, and thus improve the overall stability of the vehicle.

[0087] Since the steering strategies of the vehicle are different at different speeds, when the vehicle turning angle is greater than the first threshold, the current speed of the vehicle can be obtained, and the vehicle turning angle can be allocated based on the current speed of the vehicle. The following embodiment describes this situation in detail:

[0088] In one possible implementation, the vehicle turning angle is allocated based on the current speed of the vehicle, including: when it is determined that the current speed is less than or equal to a preset speed, allocating a turning angle of a first threshold to the front wheels; subtracting the first threshold from the vehicle turning angle to obtain a remaining turning angle; using the remaining turning angle as a reverse turning angle opposite to the steering direction of the front wheels, and allocating the reverse turning angle to the rear wheels.

[0089] Among them, the preset vehicle speed is used to determine whether the rear-wheel assisted steering function should be activated, and the preset vehicle speed can be set in advance according to actual conditions.

[0090] When the current speed of the vehicle is less than or equal to the preset speed, it indicates that the rear-wheel assisted steering function of the current vehicle is not activated. At this time, if a certain turning angle is assigned to the front wheels of the vehicle, the rear wheels will not follow the front wheels to generate an auxiliary turning angle. In other words, it can be considered that the vehicle steering can be achieved only based on the front wheels, and the rear wheels will not have an auxiliary turning angle due to the steering of the front wheels.

[0091] It is understandable that when the vehicle is driving at low speed, the vehicle's handling mainly depends on the steering of the front wheels. Due to the low speed, the dynamic response of the vehicle is more direct and easy to control, so auxiliary steering of the rear wheels is usually not required.

[0092] Under the road condition where the current vehicle speed is less than or equal to the preset speed, the vehicle turning angle is greater than the first threshold of the front wheels. It can be determined that the front wheels of the current vehicle cannot meet the steering needs of the vehicle. At this time, the rear wheels are needed to control the steering of the vehicle. Based on the strategy of allocating turning angles to the front wheels first, the turning angle of the first threshold in the vehicle turning angle can be allocated to the front wheels first. After the turning angle is allocated to the front wheels, the first threshold is subtracted from the vehicle turning angle to obtain the remaining unallocated turning angle in the vehicle turning angle. The remaining turning angle is used as the reverse turning angle opposite to the steering direction of the front wheels, and the reverse turning angle is allocated to the rear wheels, so that the rear wheels turn in the opposite direction to the steering direction of the front wheels when the front wheels turn, thereby realizing the steering control of the vehicle.

[0093] For example, the first threshold is 60°, the vehicle turning angle is 100°, the preset speed is 60km / h, the current speed is 50km / h, the current speed is less than the preset speed 60km / h, the vehicle turning angle 100° is greater than the first threshold 60°, and the first threshold 60° turning angle is allocated to the front wheels of the vehicle. The vehicle turning angle 100° minus the first threshold 60°, the remaining turning angle is 40°, and the remaining turning angle 40° is allocated to the rear wheels as the reverse turning angle. The vehicle achieves a turning angle of 60° by the front wheels, and the rear wheels rotate in reverse to assist the vehicle in achieving the remaining 40° turning angle.

[0094] In some embodiments, the rear wheels of the vehicle also have corresponding turning angle limits, which are stored in Figure 2 In the chassis domain controller 202 shown, the turning angle limit of the front wheel is recorded as the first threshold value, and the turning angle limit of the rear wheel is recorded as the second threshold value. When the current vehicle speed is less than or equal to the preset vehicle speed, after obtaining the remaining turning angle, it is necessary to compare the remaining turning angle with the second threshold value. When the remaining turning angle is less than or equal to the second threshold value, the remaining turning angle is used as the reverse turning angle opposite to the steering direction of the front wheel, and the reverse turning angle is allocated to the rear wheel. When the remaining turning angle is greater than the second threshold value, the turning angle of the second threshold value is allocated to the rear wheel, wherein the turning angle of the second threshold value is opposite to the steering direction of the front wheel.

[0095] In the above method, when the current vehicle speed is less than a preset threshold, the front wheels are preferentially allocated a steering angle of the first threshold, and the remaining steering angle is allocated to the rear wheels as a steering angle opposite to the steering direction of the front wheels, thereby realizing the steering angle of the entire vehicle. The direction of the rear wheels is opposite to that of the front wheels, which increases the vehicle steering while ensuring the vehicle stability and improving the steering performance of the vehicle when driving at low speeds.

[0096] In one possible implementation, the vehicle turning angle is allocated based on the current speed of the vehicle, including: when it is determined that the current speed is greater than a preset speed, allocating a turning angle of a first threshold to the front wheels; subtracting the first threshold from the vehicle turning angle to obtain a remaining turning angle; determining an auxiliary turning angle based on the remaining turning angle and the turning angle of the first threshold; wherein the auxiliary turning angle is in the same direction as the turning angle of the front wheels; and allocating the auxiliary turning angle to the rear wheels.

[0097] When the current vehicle speed is greater than the preset speed, the vehicle turning angle is greater than the first threshold of the front wheels. It can still be determined that the front wheels of the current vehicle cannot meet the steering needs of the vehicle. At this time, the rear wheels are needed to control the steering of the vehicle. Based on the strategy of allocating the turning angle to the front wheels first, the turning angle of the first threshold in the vehicle turning angle can be allocated to the front wheels first. After the turning angle is allocated to the front wheels, the first threshold is subtracted from the vehicle turning angle to obtain the remaining unallocated turning angle in the vehicle turning angle.

[0098] When the current vehicle speed is greater than the preset speed, the rear wheel assisted steering function of the vehicle is activated. After the first threshold steering angle is assigned to the front wheels, the rear wheels will determine an auxiliary steering angle based on the steering angle assigned to the front wheels, which is the same as the front wheel steering angle, and is recorded as the initial auxiliary steering angle to assist the vehicle in steering. When the steering of the front wheels of the vehicle cannot meet the steering angle of the entire vehicle, the initial auxiliary steering angle can be reduced to control the vehicle to complete the steering based on the steering angle of the entire vehicle.

[0099] It is understandable that when the vehicle is traveling at a high speed, the vehicle has a higher requirement for stability. Rear-wheel assisted steering can help the vehicle turn more stably and reduce vehicle sway or instability that may be caused by high-speed steering.

[0100] Specifically, an initial auxiliary turning angle can be determined based on the turning angle of the first threshold, a turning angle to be reduced can be determined based on the remaining turning angle, and the auxiliary turning angle can be obtained by subtracting the turning angle to be reduced from the initial auxiliary turning angle. The steering of the vehicle can be controlled by reducing the steering angle allocated to the rear wheels from the initial auxiliary turning angle to the auxiliary turning angle.

[0101] A mapping table of assistance coefficients at different vehicle speeds (vehicle speed is greater than a preset vehicle speed) may be pre-stored in the vehicle. The step of calculating the initial assistance steering angle includes: determining the initial assistance coefficient from the mapping table based on the current vehicle speed, multiplying the steering angle of the first threshold value allocated to the front wheels by the initial assistance coefficient, and obtaining the initial assistance steering angle of the rear wheels.

[0102] Exemplarily, the current vehicle speed is 80 km / h, and the initial assistance coefficient is equal to 0.5 based on the current vehicle speed. The turning angle of the first threshold is 60°, and 60° multiplied by 0.5 can be obtained as 30° for the initial assistance turning angle of the rear wheels.

[0103] The vehicle may also store a target coefficient for conversion between the initial auxiliary turning angle and the vehicle turning angle, and the remaining turning angle may be divided by the target coefficient to obtain the turning angle to be reduced. The target coefficient may be determined based on the second threshold value of the rear wheel, i.e., the second threshold value and the maximum initial auxiliary turning angle. The maximum initial auxiliary turning angle is the initial auxiliary turning angle of the rear wheel when the turning angle of the first threshold value is assigned to the front wheel.

[0104] Exemplarily, the second threshold is 50°, the maximum initial auxiliary turning angle is 30°, and the target coefficient is equal to 50 / 30, which is approximately equal to 1.67. The vehicle turning angle is 80°, the first threshold is 60°, and the remaining turning angle is equal to 80°-60°=20°. The turning angle to be reduced is equal to the remaining turning angle divided by the target coefficient = 20 / 1.67, which is approximately equal to 12°. Auxiliary turning angle = initial auxiliary turning angle - turning angle to be reduced = 30°-12°=18°. Since the initial auxiliary turning angle is the same as the steering of the front wheels, the auxiliary turning angle is also the same as the steering of the front wheels. In summary, when the vehicle turning angle is equal to 80°, when the vehicle speed is 80km / h, which is greater than the preset speed of 60km / h, the front wheels of the vehicle are assigned a turning angle of the first threshold of 60°, and the rear wheels of the vehicle are assigned an auxiliary turning angle of 18°, which is the same as the steering of the front wheels.

[0105] In the above method, when the current vehicle speed is greater than the preset vehicle speed, the auxiliary steering angle allocated to the rear wheels is determined by the remaining steering angle and the steering angle allocated to the front wheels to control the vehicle steering. This allows the vehicle to achieve steering greater than the front wheel steering limit even when running at high speed, thereby improving the flexibility of vehicle steering control.

[0106] In a possible implementation, the method further includes: when the remaining steering angle is greater than a second threshold value of the rear wheels, no steering angle is allocated to the rear wheels, and braking control is performed on the wheels on the steering side of the vehicle.

[0107] The second threshold is the maximum turning angle threshold corresponding to the rear wheels. No turning angle is assigned to the rear wheels, that is, the rear wheels neither deviate to the left nor to the right.

[0108] It is understandable that when the current speed of the vehicle is greater than the preset speed, the rear wheel auxiliary steering is to help the vehicle steer more stably, so in order to ensure the stability of the steering, the auxiliary steering angle of the rear wheels is at least zero. When the auxiliary steering angle of the rear wheels is zero, the vehicle reaches the maximum steering angle.

[0109] When the remaining turning angle is greater than the second threshold, it indicates that the initial auxiliary turning angle of the rear wheel is reduced to the minimum value 0. When the vehicle reaches the maximum turning angle, the maximum turning angle still does not meet the vehicle turning angle. At this time, the wheel on the steering side of the vehicle needs to be braked to complete the vehicle steering.

[0110] The steering side refers to the side of the turning path that is closer to the center of the curve when the vehicle turns. For example, when the vehicle turns left, the steering side refers to the left side; when the vehicle turns right, the steering side refers to the right side. The steering side wheel can specifically be the front wheel on the steering side.

[0111] For example, if the vehicle is currently turning right, the wheel on the steering side is the right front wheel, and the right front wheel needs to be braked.

[0112] In some embodiments, a rotation angle to be compensated may be obtained by subtracting a second threshold from the remaining rotation angle, a corresponding braking torque may be determined based on the rotation angle to be compensated, and the front wheel on the steering side of the vehicle may be braked based on the determined braking torque.

[0113] In some embodiments, the vehicle further includes a braking system, and the chassis domain control system sends a braking request to the braking system based on the determined braking torque, and the braking system brakes the wheel on the steering side of the vehicle based on the braking request.

[0114] In the above method, when the remaining turning angle is greater than the second threshold value of the rear wheels, the wheel on the steering side is braked, so that the vehicle can be steered by reducing the speed of the wheel on the steering side without increasing the turning angle of the rear wheels, thereby optimizing the steering performance, improving the stability and safety of the vehicle when driving at high speeds, and improving driving comfort.

[0115] In summary, when the vehicle of the present application is in the intelligent driving mode, the adhesion coefficients of the road surfaces on which the front wheels and rear wheels are located are calculated based on the current driving parameters of the vehicle, and it is possible to accurately determine whether the front wheels and rear wheels of the vehicle are in a slipping state. When there are wheels in a slipping state, the vehicle steering angle is allocated to the wheels that are not in a slipping state, so as to control the steering of the vehicle through the wheels that are not in a slipping state, thereby reducing the risk of vehicle loss of control and improving driving safety. When both the front wheels and the rear wheels are not in a slipping state, the vehicle steering angle can be reasonably allocated based on the first threshold of the front wheels and the current vehicle speed, thereby improving the flexibility of vehicle steering control.

[0116] Figure 3 It is a structural schematic diagram of a device for allocating the turning angle of a whole vehicle provided in an embodiment of the present application.

[0117] For example, Figure 3 As shown, the device 300 includes:

[0118] The receiving module 301 is used to receive a turning angle request sent by the intelligent driving system when the intelligent driving mode of the vehicle is turned on; wherein the turning angle request includes the turning angle of the entire vehicle;

[0119] The acquisition module 302 is used to acquire the current driving parameters of the vehicle;

[0120] A determination module 303, for determining the state of the front wheels and the state of the rear wheels of the vehicle based on the current driving parameters;

[0121] The allocation module 304 is used to allocate the vehicle turning angle to the front wheels and / or the rear wheels based on the state of the front wheels and the state of the rear wheels.

[0122] In one possible implementation, the allocation module 304 is specifically used to allocate the vehicle steering angle to the front wheels when the front wheels are not in a slipping state and the rear wheels are in a slipping state; and allocate the vehicle steering angle to the rear wheels when the rear wheels are not in a slipping state and the front wheels are in a slipping state.

[0123] In one possible implementation, the allocation module 304 is specifically used to, when neither the front wheels nor the rear wheels are in a slip state, determine whether the vehicle steering angle is greater than a first threshold of the front wheels; when it is determined that the vehicle steering angle is less than or equal to the first threshold, allocate the vehicle steering angle to the front wheels; when it is determined that the vehicle steering angle is greater than the first threshold, allocate the vehicle steering angle based on the current vehicle speed.

[0124] In one possible implementation, the allocation module 304 is specifically used to allocate a turning angle of a first threshold to the front wheels when it is determined that the current vehicle speed is less than or equal to a preset vehicle speed; subtract the first threshold from the vehicle turning angle to obtain a remaining turning angle; use the remaining turning angle as a reverse turning angle opposite to the steering direction of the front wheels, and allocate the reverse turning angle to the rear wheels.

[0125] In one possible implementation, the allocation module 304 is specifically used to, when it is determined that the current vehicle speed is greater than a preset vehicle speed, allocate a turning angle of a first threshold to the front wheels; subtract the first threshold from the vehicle turning angle to obtain a residual turning angle; based on the residual turning angle and the turning angle of the first threshold, determine an auxiliary turning angle; wherein the auxiliary turning angle is in the same direction as the turning angle of the front wheels; and allocate the auxiliary turning angle to the rear wheels.

[0126] In a possible implementation, the device further includes: a braking module, which is used to not allocate a steering angle to the rear wheels and to perform braking control on the wheels on the steering side of the vehicle when the remaining steering angle is greater than a second threshold value of the rear wheels.

[0127] In a possible implementation, the determination module 303 is specifically used to: determine a first adhesion coefficient of a road surface on which the front wheels are located and a second adhesion coefficient of a road surface on which the rear wheels are located based on current driving parameters; determine that the front wheels are in a slipping state when the first adhesion coefficient is less than or equal to a preset threshold, and determine that the front wheels are not in a slipping state when the first adhesion coefficient is greater than the preset threshold; determine that the front wheels are in a slipping state when the second adhesion coefficient is less than or equal to the preset threshold, and determine that the front wheels are not in a slipping state when the second adhesion coefficient is greater than the preset threshold.

[0128] Figure 4 It is a structural schematic diagram of a vehicle provided in an embodiment of the present application.

[0129] For example, Figure 4 As shown, the vehicle 400 includes: a memory 401 and a processor 402, wherein the memory 401 stores an executable program code 4011, and the processor 402 is used to call and execute the executable program code 4011 to perform a method for allocating the turning angle of the entire vehicle.

[0130] In addition, an embodiment of the present application also protects a device, which may include a memory and a processor, wherein the memory stores an executable program code, and the processor is used to call and execute the executable program code to execute a method for allocating a vehicle turning angle provided in an embodiment of the present application.

[0131] In this embodiment, the functional modules of the device can be divided according to the above method example. For example, each functional module can be corresponded, or two or more functions can be integrated into one processing module. The above integrated module can be implemented in the form of hardware. It should be noted that the division of modules in this embodiment is schematic and is only a logical function division. There may be other division methods in actual implementation.

[0132] In the case of dividing each functional module according to each function, the device may also include an acquisition module, a determination module, a receiving module, and an allocation module, etc. It should be noted that all relevant contents of each step involved in the above method embodiment can be referred to the functional description of the corresponding functional module, which will not be repeated here.

[0133] It should be understood that the device provided in this embodiment is used to execute the above-mentioned method of allocating the turning angle of the whole vehicle, and thus can achieve the same effect as the above-mentioned implementation method.

[0134] In the case of an integrated unit, the device may include a processing module and a storage module. When the device is applied to a vehicle, the processing module may be used to control and manage the actions of the vehicle. The storage module may be used to support the vehicle in executing relevant program codes, etc.

[0135] The processing module may be a processor or a controller, which may implement or execute various exemplary logic blocks, modules and circuits shown in combination with the contents disclosed in this application. The processor may also be a combination that implements computing functions, such as a combination of one or more microprocessors, a combination of digital signal processing (DSP) and a microprocessor, etc. The storage module may be a memory.

[0136] In addition, the device provided in the embodiments of the present application may specifically be a chip, a module or a module, and the chip may include a connected processor and a memory; wherein the memory is used to store instructions, and when the processor calls and executes the instructions, the chip can execute a method for allocating the turning angle of the entire vehicle provided in the above embodiment.

[0137] This embodiment also provides a computer-readable storage medium, in which a computer program code is stored. When the computer program code is executed on a computer, the computer executes the above-mentioned related method steps to implement a method for allocating the turning angle of the whole vehicle provided in the above embodiment.

[0138] This embodiment also provides a computer program product. When the computer program product is run on a computer, the computer is caused to execute the above-mentioned related steps to implement a method for allocating vehicle turning angles provided in the above-mentioned embodiment.

[0139] Among them, the device, computer-readable storage medium, computer program product or chip provided in this embodiment is used to execute the corresponding method provided above. Therefore, the beneficial effects that can be achieved can refer to the beneficial effects in the corresponding method provided above, and will not be repeated here.

[0140] Through the description of the above implementation methods, technical personnel in the relevant field can understand that for the convenience and simplicity of description, only the division of the above-mentioned functional modules is used as an example. In actual applications, the above-mentioned 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.

[0141] In the embodiments provided in the present application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are only schematic. For example, the division of modules or units is only a logical function division. There may be other division methods in actual implementation. For example, multiple units or modules can be combined or integrated into another device, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0142] The above contents are only specific implementation methods of the present application, but the protection scope of the present application is not limited thereto. Any technician familiar with the technical field can easily think of changes or substitutions within the technical scope disclosed in the present application, which should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

Claims

1. A method for allocating vehicle turning angles, characterized in that: The method comprises: When the intelligent driving mode of the vehicle is turned on, receiving a turning angle request sent by the intelligent driving system; wherein the turning angle request includes the turning angle of the entire vehicle; Acquiring current driving parameters of the vehicle; Based on the current driving parameters, determining the state of the front wheels and the state of the rear wheels of the vehicle; Based on the state of the front wheel and the state of the rear wheel, allocating the vehicle turning angle to the front wheel and / or the rear wheel; The allocating the vehicle turning angle to the front wheel and / or the rear wheel based on the state of the front wheel and the state of the rear wheel comprises: When neither the front wheel nor the rear wheel is in a slip state, determining whether the vehicle steering angle is greater than a first threshold of the front wheel; wherein the first threshold is the front wheel steering limit value, representing the maximum steering angle that the front wheel can achieve; When it is determined that the vehicle steering angle is less than or equal to the first threshold, allocating the vehicle steering angle to the front wheels; When it is determined that the vehicle turning angle is greater than the first threshold, the vehicle turning angle is allocated to the front wheels and the rear wheels based on the current speed of the vehicle; wherein the turning angle of the first threshold is allocated to the front wheels first during the allocation process; The allocating the vehicle turning angle to the front wheels and the rear wheels based on the current vehicle speed includes: When it is determined that the current vehicle speed is less than or equal to a preset vehicle speed, allocating a turning angle of the first threshold to the front wheels; Subtracting the first threshold from the vehicle turning angle to obtain a remaining turning angle; The remaining turning angle is used as a reverse turning angle opposite to the turning direction of the front wheels, and the reverse turning angle is distributed to the rear wheels.

2. The method according to claim 1, characterized in that The allocating the vehicle turning angle to the front wheel and / or the rear wheel based on the state of the front wheel and the state of the rear wheel comprises: When the front wheel is not in a slipping state and the rear wheel is in a slipping state, allocating the vehicle turning angle to the front wheel; When the rear wheels are not in a slipping state and the front wheels are in a slipping state, the vehicle turning angle is distributed to the rear wheels.

3. The method according to claim 1, characterized in that The allocating the vehicle turning angle to the front wheels and the rear wheels based on the current vehicle speed includes: When it is determined that the current vehicle speed is greater than a preset vehicle speed, allocating a turning angle of the first threshold to the front wheels; Subtracting the first threshold from the vehicle turning angle to obtain a remaining turning angle; Based on the remaining turning angle and the turning angle of the first threshold, an auxiliary turning angle is determined; wherein the auxiliary turning angle is in the same direction as the turning angle of the front wheel; The auxiliary turning angle is distributed to the rear wheels.

4. The method according to claim 3, characterized in that After the remaining turning angle is obtained by subtracting the first threshold from the turning angle of the whole vehicle, the method further includes: When the remaining steering angle is greater than a second threshold value of the rear wheels, no steering angle is allocated to the rear wheels, and braking control is performed on the wheels on the steering side of the vehicle.

5. The method according to any one of claims 1 to 4, characterized in that: The determining, based on the current driving parameters, the state of the front wheels and the state of the rear wheels of the vehicle comprises: Determining, based on the current driving parameters, a first adhesion coefficient of the road surface on which the front wheels are located and a second adhesion coefficient of the road surface on which the rear wheels are located; When the first adhesion coefficient is less than or equal to a preset threshold, determining that the front wheel is in a slipping state, and when the first adhesion coefficient is greater than the preset threshold, determining that the front wheel is not in a slipping state; When the second adhesion coefficient is less than or equal to the preset threshold, it is determined that the front wheel is in a slipping state; when the second adhesion coefficient is greater than the preset threshold, it is determined that the front wheel is not in a slipping state.

6. A device for allocating the turning angle of a vehicle, characterized in that: The device comprises: A receiving module, used for receiving a turning angle request sent by the intelligent driving system when the intelligent driving mode of the vehicle is turned on; wherein the turning angle request includes the turning angle of the entire vehicle; An acquisition module, used for acquiring current driving parameters of the vehicle; A determination module, used to determine the state of the front wheels and the state of the rear wheels of the vehicle based on the current driving parameters; an allocating module, configured to allocate the vehicle turning angle to the front wheel and / or the rear wheel based on the state of the front wheel and the state of the rear wheel; The allocation module is specifically used to, when the front wheels and the rear wheels are not in a slip state, determine whether the vehicle steering angle is greater than a first threshold value of the front wheels; wherein the first threshold value is the front wheel steering limit value, representing the maximum steering angle that the front wheels can achieve; when it is determined that the vehicle steering angle is less than or equal to the first threshold value, allocate the vehicle steering angle to the front wheels; when it is determined that the vehicle steering angle is greater than the first threshold value, allocate the vehicle steering angle to the front wheels and the rear wheels based on the current speed of the vehicle; wherein, in the allocation process, the steering angle of the first threshold value is preferentially allocated to the front wheels; The allocation module is specifically used to allocate the first threshold turning angle to the front wheels when it is determined that the current vehicle speed is less than or equal to the preset vehicle speed; subtract the first threshold from the vehicle turning angle to obtain the remaining turning angle; use the remaining turning angle as a reverse turning angle opposite to the steering direction of the front wheels, and allocate the reverse turning angle to the rear wheels.

7. A vehicle, characterized in that: The vehicle comprises: A memory for storing executable program codes; A processor, configured to call and run the executable program code from the memory so that the vehicle executes the method according to any one of claims 1 to 5.

8. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores a computer program, and when the computer program is executed, the method according to any one of claims 1 to 5 is implemented.

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