Vehicle control method, device, vehicle and storage medium

Abstract

The present application provides a vehicle control method, device, vehicle and storage medium. The method is applied to the field of vehicles, and the method includes: obtaining the current state parameters of the vehicle; judging whether the rear wheels of the vehicle have unexpected steering based on the current state parameters; and when it is determined that the rear wheels have unexpected steering, controlling the rack in the front wheel steering actuator of the vehicle to move the position so that the current yaw rate of the vehicle changes to the target yaw rate. The method can prevent the vehicle from losing control due to abnormal steering of the rear wheels, greatly improves the safety of the vehicle during driving, and reduces the risk of traffic accidents.

Description

Technical Field

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

[0002] With the development of the automotive industry, more and more vehicles are equipped with rear-wheel steering technology. At present, in order to realize the rear-wheel steering of the vehicle, the vehicle needs to be equipped with additional sensors, control units and actuators, which makes the vehicle structure more complicated. The complexity of the system may also introduce more potential failure points, increase the possibility of problems in the steering system, and thus affect the safety and reliability of the vehicle.

[0003] Although rear-wheel steering technology has brought about significant improvements in vehicle handling performance, it is also accompanied by many safety hazards. For example, when the rear wheels respond to the front wheels turning in the opposite direction or in the same direction, if the rear wheels turn unexpectedly, the vehicle may lose its intended steering path, making the vehicle difficult to control and increasing the risk of accidents. Summary of the invention

[0004] The present application provides a vehicle control method, device, vehicle and storage medium, which can prevent the vehicle from losing control due to abnormal steering of the rear wheels, greatly improve the safety of the vehicle during driving, and reduce the risk of traffic accidents.

[0005] In a first aspect, a vehicle control method is provided, the method comprising: obtaining current state parameters of the vehicle; judging whether the rear wheels of the vehicle have unexpected steering based on the current state parameters; and when it is determined that the rear wheels have unexpected steering, controlling a rack in a front wheel steering actuator of the vehicle to move its position so that the current yaw angular velocity of the vehicle changes to a target yaw angular velocity.

[0006] The above technical solution obtains the current state parameters of the vehicle in real time, and determines whether the rear wheels of the vehicle have unexpected steering based on the current state parameters, so as to detect abnormal steering of the rear wheels in time. When it is determined that the rear wheels have unexpected steering, the rack of the front wheel steering actuator of the vehicle is quickly controlled to move its position, so as to adjust the steering direction of the vehicle, so that the current yaw angular velocity of the vehicle changes to the target yaw angular velocity, thereby controlling the vehicle to return to the expected driving direction, thereby avoiding the vehicle from losing control due to abnormal steering of the rear wheels, greatly improving the safety of the vehicle during driving, and reducing the risk of traffic accidents. In addition, the above process does not require the participation of the driver. By automatically adjusting the steering direction of the vehicle and reducing the situation where the driver frequently adjusts the steering wheel, it can avoid the driver's panic when the rear wheels have unexpected steering, thereby improving the user's driving experience.

[0007] In combination with the first aspect, in certain implementations of the first aspect, the current state parameters include a first state parameter and a second state parameter, and based on the current state parameter, determining whether the rear wheels of the vehicle have unexpected turns includes: when it is determined that the vehicle is in a straight-line driving state, determining whether the rear wheels of the vehicle have unexpected turns based on the first state parameter; when it is determined that the vehicle is in a turning state, determining whether the rear wheels of the vehicle have unexpected turns based on the second state parameter.

[0008] The above technical solution can more accurately determine whether the rear wheels of the vehicle have an unexpected steering problem by using different state parameters according to the different states of the vehicle (such as straight-line driving state and turning state). Once it is determined that the rear wheels of the vehicle have an unexpected steering problem, measures can be taken immediately to adjust them to prevent the vehicle from losing control or causing an accident.

[0009] In combination with the first aspect and the above-mentioned implementation methods, in some implementation methods of the first aspect, the first state parameter includes a first vehicle speed, a first yaw angular velocity, a rotational speed of the rear wheels and a tire circumference, and based on the first state parameter, determining whether the rear wheels of the vehicle have unexpected steering, including: calculating the actual speed of the rear wheels based on the rotational speed of the rear wheels and the tire circumference; determining whether the difference between the first vehicle speed and the actual speed of the rear wheels is greater than a preset speed difference, and determining whether the absolute value of the first yaw angular velocity is greater than a first preset yaw angular velocity; when it is determined that the difference between the first vehicle speed and the actual speed of the rear wheels is greater than the preset speed difference and the absolute value of the first yaw angular velocity is greater than the first preset yaw angular velocity, determining that the rear wheels of the vehicle have unexpected steering.

[0010] The above technical solution combines multiple parameters such as rear wheel speed, tire circumference, vehicle speed and yaw rate to comprehensively judge whether the rear wheel has unexpected steering, which improves the accuracy and reliability of detection and avoids misjudgment caused by a single parameter. Through real-time monitoring and calculation, it can be timely detected whether the rear wheel has unexpected steering, preventing the vehicle from losing control due to rear wheel abnormality.

[0011] In combination with the first aspect and the above-mentioned implementation methods, in some implementation methods of the first aspect, the second state parameter includes a second vehicle speed, a second yaw angular velocity, an actual steering angle of the rear wheels, and an actual steering angle of the front wheels, and based on the second state parameter, determining whether the rear wheels of the vehicle have unexpected steering, including: determining a target steering angle of the rear wheels based on the second vehicle speed and the actual steering angle of the front wheels; determining whether the actual steering angle of the rear wheels is equal to the target steering angle of the rear wheels, and determining whether the absolute value of the second yaw angular velocity is greater than a second preset yaw angular velocity; when it is determined that the actual steering angle of the rear wheels is not equal to the target steering angle of the rear wheels and the absolute value of the second yaw angular velocity is greater than the second preset yaw angular velocity, determining that the rear wheels of the vehicle have unexpected steering.

[0012] The above technical solution comprehensively judges whether there is unexpected steering of the rear wheel through multiple parameters such as the second vehicle speed, the actual steering angle of the rear wheel, the actual steering angle of the front wheel and the second yaw rate, thereby improving the accuracy and reliability of detection. Through multi-dimensional data evaluation, a more comprehensive understanding of the vehicle status can be achieved, reducing the possibility of misjudgment. Through real-time monitoring and calculation, it is possible to promptly detect whether there is unexpected steering of the rear wheel, thus preventing the vehicle from losing control due to rear wheel abnormalities.

[0013] In combination with the first aspect and the above-mentioned implementation methods, in some implementation methods of the first aspect, the current state parameters include the current yaw angular velocity and the current rotation angle of the steering wheel. Before judging whether the rear wheels of the vehicle have unexpected turns based on the current state parameters, the method also includes: judging the current state of the vehicle based on the current yaw angular velocity and the current rotation angle of the steering wheel; when the current yaw angular velocity is zero and the current rotation angle of the steering wheel is less than or equal to a preset angle threshold, determining that the vehicle is in a straight driving state; when the current yaw angular velocity is not zero and the current rotation angle of the steering wheel is greater than the preset angle threshold, determining that the vehicle is in a turning state.

[0014] In combination with the first aspect and the above-mentioned implementation manner, in some implementation manners of the first aspect, before controlling the rack in the front wheel steering actuator of the vehicle to move its position so that the current yaw angular velocity of the vehicle changes to the target yaw angular velocity, the method also includes: when it is determined that the vehicle is in a straight driving state, obtaining a preset yaw angular velocity, and determining the preset yaw angular velocity as the target yaw angular velocity; when it is determined that the vehicle is in a turning state, obtaining the current vehicle speed, the current steering wheel rotation angle and the current steering angle of the rear wheels of the vehicle, and based on a preset corresponding relationship, determining the yaw angular velocity corresponding to the current vehicle speed, the current steering wheel rotation angle and the current steering angle of the rear wheels as the target yaw angular velocity; wherein the preset corresponding relationship is the corresponding relationship between the vehicle speed, the steering wheel rotation angle and the steering angle of the rear wheels and the yaw angular velocity of the vehicle.

[0015] In combination with the first aspect and the above-mentioned implementation methods, in some implementation methods of the first aspect, controlling the rack in the front-wheel steering actuator of the vehicle to move position so that the current yaw angular velocity of the vehicle changes to a target yaw angular velocity includes: determining the target speed and target direction when the rack in the front-wheel steering actuator moves; controlling the rack in the front-wheel steering actuator to move positionally toward the target direction at the target speed so that the current yaw angular velocity of the vehicle changes to the target yaw angular velocity.

[0016] The above technical solution can more accurately control the movement of the rack in the front wheel steering actuator by determining the target speed and target direction, thereby accurately adjusting the dynamic behavior of the vehicle and making the movement of the rack smoother. By controlling the rack to move according to the target speed and direction, the yaw rate of the vehicle can be quickly adjusted to change the current yaw rate of the vehicle to the target yaw rate, thereby controlling the vehicle to return to the expected driving direction, thereby preventing the vehicle from losing control due to abnormal steering of the rear wheels, greatly improving the safety of the vehicle during driving and reducing the risk of traffic accidents.

[0017] In a second aspect, a vehicle control device is provided, which includes: an acquisition module for acquiring current state parameters of the vehicle; a judgment module for judging whether the rear wheels of the vehicle have unexpected steering based on the current state parameters; and a control module for controlling the rack in the front wheel steering actuator of the vehicle to move its position when it is determined that the rear wheels have unexpected steering, so as to change the current yaw angular velocity of the vehicle to a target yaw angular velocity.

[0018] In combination with the second aspect, in certain implementations of the second aspect, the judgment module is specifically used to: when it is determined that the vehicle is in a straight-line driving state, determine whether the rear wheels of the vehicle have unexpected turns based on the first state parameter; when it is determined that the vehicle is in a turning state, determine whether the rear wheels of the vehicle have unexpected turns based on the second state parameter.

[0019] In combination with the second aspect and the above-mentioned implementation methods, in some implementation methods of the second aspect, the first state parameter includes a first vehicle speed, a first yaw angular velocity, a rotational speed of the rear wheel and a tire circumference, and the judgment module includes a first judgment unit, which is specifically used to: calculate the actual speed of the rear wheel based on the rotational speed of the rear wheel and the tire circumference; judge whether the difference between the first vehicle speed and the actual speed of the rear wheel is greater than a preset speed difference, and judge whether the absolute value of the first yaw angular velocity is greater than the first preset yaw angular velocity; when it is determined that the difference between the first vehicle speed and the actual speed of the rear wheel is greater than the preset speed difference and the absolute value of the first yaw angular velocity is greater than the first preset yaw angular velocity, determine that the rear wheels of the vehicle have unexpected steering.

[0020] In combination with the second aspect and the above-mentioned implementation methods, in some implementation methods of the second aspect, the second state parameter includes a second vehicle speed, a second yaw angular velocity, an actual steering angle of the rear wheel and an actual steering angle of the front wheel, and the judgment module includes a second judgment unit, which is specifically used to: determine the target steering angle of the rear wheel based on the second vehicle speed and the actual steering angle of the front wheel; determine whether the actual steering angle of the rear wheel is equal to the target steering angle of the rear wheel, and determine whether the absolute value of the second yaw angular velocity is greater than the second preset yaw angular velocity; when it is determined that the actual steering angle of the rear wheel is not equal to the target steering angle of the rear wheel and the absolute value of the second yaw angular velocity is greater than the second preset yaw angular velocity, determine that there is unexpected steering of the rear wheels of the vehicle.

[0021] In combination with the second aspect and the above-mentioned implementation methods, in some implementation methods of the second aspect, the current state parameters include a current yaw angular velocity and a current rotation angle of the steering wheel, and the device also includes a first determination module, which is specifically used to: determine the current state of the vehicle based on the current yaw angular velocity and the current rotation angle of the steering wheel; when the current yaw angular velocity is zero and the current rotation angle of the steering wheel is less than or equal to a preset angle threshold, determine that the vehicle is in a straight driving state; when the current yaw angular velocity is not zero and the current rotation angle of the steering wheel is greater than the preset angle threshold, determine that the vehicle is in a turning state.

[0022] In combination with the second aspect and the above-mentioned implementation methods, in some implementation methods of the second aspect, the device also includes a second determination module, which is specifically used to: when it is determined that the vehicle is in a straight-line driving state, obtain a preset yaw angular velocity, and determine the preset yaw angular velocity as the target yaw angular velocity; when it is determined that the vehicle is in a turning state, obtain the vehicle's current speed, the current steering wheel rotation angle and the current steering angle of the rear wheels, and based on a preset corresponding relationship, determine the yaw angular velocity corresponding to the current vehicle speed, the current steering wheel rotation angle and the current steering angle of the rear wheels as the target yaw angular velocity; wherein the preset corresponding relationship is the correspondence between the vehicle's speed, the steering wheel rotation angle and the steering angle of the rear wheels and the yaw angular velocity of the vehicle.

[0023] In combination with the second aspect and the above-mentioned implementation methods, in certain implementation methods of the second aspect, the control module is specifically used to: determine the target speed and target direction when the rack in the front-wheel steering actuator moves; control the rack in the front-wheel steering actuator to move in the target direction according to the target speed, so that the current yaw angular velocity of the vehicle changes to the target yaw angular velocity.

[0024] 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 vehicle control method in the first aspect and any possible implementation of the first aspect.

[0025] In a fourth aspect, a computer program product is provided, which includes: a computer program code, when the computer program code is run on a computer, the computer executes the vehicle control method in the above-mentioned first aspect and any possible implementation of the first aspect.

[0026] 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 vehicle control method in the above-mentioned first aspect and any possible implementation of the first aspect. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] Figure 1 is a schematic flow chart of a vehicle control method provided in an embodiment of the present application;

[0028] Figure 2 is a schematic flow chart of another vehicle control method provided in an embodiment of the present application;

[0029] Figure 3 is a structural schematic diagram of a vehicle control system provided in an embodiment of the present application;

[0030] Figure 4 is a structural schematic diagram of a vehicle control device provided in an embodiment of the present application;

[0031] Figure 5 It is a structural schematic diagram of a vehicle provided in an embodiment of the present application. DETAILED DESCRIPTION

[0032] 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.

[0033] 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.

[0034] With the development of the automotive industry, more and more vehicles are equipped with rear-wheel steering technology. When the vehicle is driving at low speed, the rear-wheel steering technology can realize the opposite rotation of the rear wheels and the front wheels of the vehicle, reduce the turning radius, and improve the maneuverability and turning flexibility of the vehicle when driving at low speed. When the vehicle is driving at high speed, the rear-wheel steering technology can realize the same direction rotation of the rear wheels and the front wheels of the vehicle, enhance the straight-line driving stability of the vehicle, reduce the influence of crosswind and yaw caused by uneven road surface, thereby improving driving safety. At the same time, efficient and flexible control can not only enhance the driving experience, but also help reduce fuel consumption. For example, a smaller turning radius can reduce the path length of the vehicle when turning, indirectly saving fuel.

[0035] At present, in order to realize the rear-wheel steering of the vehicle, the whole vehicle needs to be equipped with additional sensors, control units and actuators, which makes the structure of the vehicle more complicated. The complexity of the system may also introduce more potential failure points, increasing the possibility of problems in the steering system, thereby affecting the safety and reliability of the vehicle.

[0036] Although rear-wheel steering technology has brought about significant improvements in vehicle handling performance, it is also accompanied by many safety hazards. For example, when the rear wheels respond to the front wheels turning in the opposite direction or in the same direction, if the rear wheels turn unexpectedly, the vehicle may lose its intended steering path, making the vehicle difficult to control and increasing the risk of accidents.

[0037] In order to solve the above technical problems, an embodiment of the present application provides a vehicle control method, the execution subject of the method is a vehicle equipped with a wire-controlled steering system and a rear-wheel steering system, specifically, it can be a controller in the vehicle.

[0038] Figure 1 It is a schematic flow chart of a vehicle control method provided in an embodiment of the present application.

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

[0040] S101, obtaining current state parameters of the vehicle.

[0041] S102: Based on the current state parameters, determine whether the rear wheels of the vehicle have unexpected steering.

[0042] S103, when it is determined that the rear wheels have unexpected steering, control the rack in the front wheel steering actuator of the vehicle to move the position so that the current yaw angular velocity of the vehicle changes to the target yaw angular velocity.

[0043] In the embodiment of the present application, the current state parameters of the vehicle are obtained in real time, and based on the current state parameters, it is determined whether the rear wheels of the vehicle have unexpected steering, so that the abnormal steering of the rear wheels can be discovered in time. When it is determined that the rear wheels have unexpected steering, the rack of the front wheel steering actuator of the vehicle is quickly controlled to move its position, and the steering direction of the vehicle can be adjusted so that the current yaw angular velocity of the vehicle changes to the target yaw angular velocity, thereby controlling the vehicle to return to the expected driving direction, thereby avoiding the vehicle from losing control due to abnormal steering of the rear wheels, greatly improving the safety of the vehicle during driving, and reducing the risk of traffic accidents. In addition, the above process does not require the participation of the driver. By automatically adjusting the steering direction of the vehicle and reducing the situation where the driver frequently adjusts the steering wheel, it can avoid the driver from panicking when the rear wheels have unexpected steering, thereby improving the user's driving experience.

[0044] Below Figure 1 The specific implementation of each step in the embodiment shown is described as follows:

[0045] Regarding the above S101, it can be understood that the above current state parameters of the vehicle may be data acquired through various sensors in the vehicle.

[0046] The above current state parameters may include but are not limited to: current driving speed, ie current vehicle speed, steering wheel rotation angle, front and rear wheel steering angles, yaw angular velocity, and front and rear wheel rotation speeds.

[0047] Furthermore, after obtaining the above current state parameters, the current state of the vehicle can be determined based on the current state parameters.

[0048] In some embodiments, the current state parameters may include Global Positioning System (GPS) data and current lateral acceleration of the vehicle, and the current state of the vehicle is determined based on the GPS data and current lateral acceleration of the vehicle.

[0049] It can be understood that the above-mentioned GPS data is used to reflect the position and trajectory information of the vehicle; the above-mentioned lateral acceleration refers to the acceleration of the vehicle in the lateral direction (perpendicular to the driving direction).

[0050] For example, if the above GPS data shows that the vehicle is traveling along a straight path and the lateral acceleration of the vehicle is approximately zero, it can be determined that the vehicle is in a straight driving state; if the above GPS data shows that the vehicle is traveling along a curved path and the lateral acceleration of the vehicle is not zero, it can be determined that the vehicle is in a turning state.

[0051] In one possible implementation, the current state parameters include a current yaw angular velocity and a current rotation angle of the steering wheel. Before determining whether the rear wheels of the vehicle have unexpected turns based on the current state parameters, the method further includes: determining the current state of the vehicle based on the current yaw angular velocity and the current rotation angle of the steering wheel; determining that the vehicle is in a straight-line driving state when the current yaw angular velocity is zero and the current rotation angle of the steering wheel is less than or equal to a preset angle threshold; and determining that the vehicle is in a turning state when the current yaw angular velocity is not zero and the current rotation angle of the steering wheel is greater than the preset angle threshold.

[0052] It can be understood that the above current yaw rate refers to the speed at which the vehicle rotates around the vertical axis. If the current yaw rate is approximately zero, it means that the vehicle has almost no rotation around the vertical axis; if the current yaw rate is not zero, it means that the vehicle has obvious rotation around the vertical axis.

[0053] In some embodiments, the steering wheel rotation angle can be positive or negative. For example, turning the steering wheel to the right is defined as the positive direction of the steering wheel. If the steering wheel rotation angle is 10 degrees, it is determined that the steering wheel is turned 10 degrees to the right; if the steering wheel rotation angle is -10 degrees, it is determined that the steering wheel is turned 10 degrees to the left.

[0054] Further, when comparing the rotation angle of the steering wheel with the preset angle threshold, the magnitude relationship between the absolute value of the rotation angle of the steering wheel and the preset angle threshold may be compared.

[0055] Exemplarily, the preset angle threshold can be set according to actual needs, for example, it can be set to 3 degrees.

[0056] If the current rotation angle of the steering wheel is less than or equal to 3 degrees, it means that the steering wheel has not been rotated significantly; if the current rotation angle of the steering wheel is greater than 3 degrees, it means that the steering wheel has been rotated significantly.

[0057] Further, when the current yaw angular velocity is approximately zero and the steering wheel does not rotate significantly, it can be determined that the vehicle is in a straight-line driving state; when the current yaw angular velocity is not zero and the steering wheel rotates significantly, it can be determined that the vehicle is in a turning state.

[0058] Regarding the above S102, it can be understood that, as mentioned above, the above current state parameters of the vehicle refer to vehicle data acquired by various sensors in the vehicle.

[0059] The above-mentioned unexpected steering refers to a situation where the steering of the rear wheels of the vehicle is inconsistent with the expected steering, that is, the rear wheels of the vehicle do not turn in the expected manner.

[0060] In some embodiments, after obtaining the current state parameters of the vehicle, the expected steering angle of the rear wheels in theory can be calculated based on the current state parameters of the vehicle. Then, the actual steering angle of the rear wheels can be obtained through sensors installed on the vehicle (such as rear wheel steering angle sensors). Then, based on the difference between the expected steering angle of the rear wheels and the actual steering angle, it is determined whether the rear wheels have unexpected steering.

[0061] It is understandable that the preset deviation threshold is set according to actual conditions, for example, the preset deviation threshold can be set to 2 degrees.

[0062] If the difference between the expected steering angle and the actual steering angle of the rear wheels exceeds 2 degrees, it is determined that there is unexpected steering of the rear wheels; if the difference between the expected steering angle and the actual steering angle of the rear wheels does not exceed 2 degrees, it is determined that there is no unexpected steering of the rear wheels.

[0063] Exemplarily, the above current state parameters may include the current speed of the vehicle and the current rotation angle of the steering wheel. After obtaining the current speed of the vehicle and the current rotation angle of the steering wheel, the expected steering angle of the rear wheels may be calculated according to the dynamics model based on the current speed and the current rotation angle of the steering wheel. For example, if the current speed of the vehicle is 60 km / h and the current rotation angle of the steering wheel is 10 degrees, the expected steering angle of the rear wheels may be calculated to be 2 degrees through the vehicle dynamics model.

[0064] Furthermore, if the sensor in the vehicle obtains that the actual steering angle of the rear wheels of the vehicle is 5 degrees, by comparison, it can be determined that the difference between the expected steering angle of the rear wheels and the actual steering angle is 3 degrees. If the preset deviation threshold is 2 degrees, it means that the difference between the expected steering angle and the actual steering angle exceeds 2 degrees, and it can be determined that the rear wheels of the vehicle have unexpected steering.

[0065] The dynamic characteristics of a vehicle in different states usually differ greatly. For example, the state parameters of a vehicle in a straight-line driving state and a turning state are quite different.

[0066] Among them, when the vehicle is in a straight-line driving state, the steering wheel of the vehicle hardly turns, that is, the turning angle of the steering wheel is close to zero; when the vehicle is in a turning state, the steering wheel of the vehicle has a certain turning angle.

[0067] Furthermore, when the vehicle is in different driving states, different state parameters may be paid attention to, and based on the different state parameters, it may be determined whether the rear wheels of the vehicle have unexpected steering.

[0068] In one possible implementation, the current state parameters include a first state parameter and a second state parameter, and based on the current state parameters, determining whether the rear wheels of the vehicle have unexpected turns includes: when it is determined that the vehicle is in a straight-line driving state, determining whether the rear wheels of the vehicle have unexpected turns based on the first state parameter; when it is determined that the vehicle is in a turning state, determining whether the rear wheels of the vehicle have unexpected turns based on the second state parameter.

[0069] It is understandable that when the vehicle is in a straight-line driving state, the steering wheel of the vehicle is close to zero, and the rear wheels of the vehicle should theoretically keep moving straight, that is, the expected steering angle of the rear wheels is close to zero. If the actual steering angle of the rear wheels is not zero, it means that the rear wheels of the vehicle may have unexpected steering.

[0070] Furthermore, when the vehicle is in a straight-line driving state, the yaw rate of the vehicle is close to zero. If the current yaw rate of the vehicle is not zero, it indicates that the rear wheels of the vehicle may have unexpected steering. And when the vehicle is in a straight-line driving state, the wheel speeds of the four wheels of the vehicle are theoretically equal, and the speed of the rear wheels of the vehicle theoretically matches the current speed of the vehicle. If the speed of the rear wheels of the vehicle does not match the current speed of the vehicle, it indicates that the rear wheels of the vehicle may have unexpected steering.

[0071] It is understandable that the matching of the speed of the rear wheel with the current speed of the vehicle actually means that the actual speed of the rear wheel of the vehicle is consistent with the current speed of the vehicle. The actual speed of the rear wheel can be calculated based on the rotation speed of the rear wheel and the circumference of the tire of the rear wheel.

[0072] Based on this, the first state parameter may include the rotation speed of the rear wheels, the tire circumference, the current first vehicle speed and the first yaw angular velocity of the vehicle.

[0073] In a possible implementation, based on the first state parameter, determining whether the rear wheels of the vehicle have unexpected steering includes: calculating the actual speed of the rear wheels based on the rotational speed of the rear wheels and the circumference of the tire; determining whether the difference between the first vehicle speed and the actual speed of the rear wheels is greater than a preset speed difference, and determining whether the absolute value of the first yaw angular velocity is greater than a first preset yaw angular velocity; and determining that the rear wheels of the vehicle have unexpected steering if it is determined that the difference between the first vehicle speed and the actual speed of the rear wheels is greater than the preset speed difference and the absolute value of the first yaw angular velocity is greater than the first preset yaw angular velocity.

[0074] It is understandable that the above-mentioned preset speed difference can be set according to actual needs, for example, the preset speed difference can be set to 5 km / h.

[0075] The first preset yaw rate can be set according to actual needs. Usually, when the vehicle is in a straight-line driving state, the current first yaw rate of the vehicle is usually zero. However, considering the impact of uneven road surface or wind force, the current first yaw rate of the vehicle may fluctuate slightly, so the first preset yaw rate can be set to a value close to zero, such as 5 degrees per second (° / s) or 0.1 radians per second (rad / s).

[0076] Furthermore, if the difference between the first vehicle speed and the actual speed of the rear wheels is greater than the preset speed difference, it means that the actual speed of the rear wheels cannot match the current speed of the vehicle. If the absolute value of the current first yaw rate of the vehicle is greater than the first preset yaw rate, it means that the yaw rate of the vehicle has changed significantly. In order to ensure the accuracy of the judgment, it can be determined that the rear wheels of the vehicle have unexpected steering when the difference between the first vehicle speed and the actual speed of the rear wheels is greater than the preset speed difference and the absolute value of the current first yaw rate of the vehicle is greater than the first preset yaw rate.

[0077] As mentioned above, based on the rear wheel rotation speed and tire circumference, the actual speed of the rear wheel can be calculated.

[0078] For example, if the preset speed difference is 5 kilometers per hour (km / h), the first preset yaw rate is 0.1 rad / s, the current first vehicle speed of the vehicle is 60 km / h, the current first yaw rate of the vehicle is 0.2 rad / s, the speed of the rear wheel is 800 revolutions per minute (RPM), and the tire circumference is 2 meters. Based on the formula: actual speed of the rear wheel = speed of the rear wheel * tire circumference, the actual speed of the rear wheel is calculated to be 96 km / h, and the difference between the first vehicle speed and the actual speed of the rear wheel is calculated to be 36 km / h. It can be determined that the difference between the first vehicle speed and the actual speed of the rear wheel is greater than the preset speed difference, and the absolute value of the first yaw rate is greater than the first preset yaw rate, and it can be determined that the rear wheels of the vehicle have unexpected steering.

[0079] When the vehicle is turning, the steering wheel of the vehicle usually has a certain rotation angle. At this time, it is necessary to pay attention to whether the rear wheels of the vehicle follow the steering of the front wheels of the vehicle, that is, to determine whether the steering angle of the rear wheels of the vehicle corresponds to the steering angle of the front wheels at the current vehicle speed. If the steering angle of the rear wheels of the vehicle does not correspond to the steering angle of the front wheels at the current vehicle speed, it means that the rear wheels of the vehicle may have unexpected steering.

[0080] Furthermore, when the vehicle is in a turning state, the current yaw angular velocity of the vehicle is usually not zero, but the current yaw angular velocity should usually be within a normal range. If the current yaw angular velocity is not within the normal range, it means that the rear wheels of the vehicle may have unexpected steering.

[0081] Based on this, the second state parameters include the current second vehicle speed of the vehicle, the actual steering angle of the rear wheels, the actual steering angle of the front wheels and the current second yaw rate of the vehicle.

[0082] In one possible implementation, based on the second state parameter, determining whether the rear wheels of the vehicle have unexpected steering, includes: determining a target steering angle of the rear wheels based on the second vehicle speed and the actual steering angle of the front wheels; determining whether the actual steering angle of the rear wheels is equal to the target steering angle of the rear wheels, and determining whether the absolute value of the second yaw angular velocity is greater than a second preset yaw angular velocity; when it is determined that the actual steering angle of the rear wheels is not equal to the target steering angle of the rear wheels and the absolute value of the second yaw angular velocity is greater than the second preset yaw angular velocity, determining that the rear wheels of the vehicle have unexpected steering.

[0083] It can be understood that the target steering angle of the rear wheels can be specifically determined based on the vehicle speed and a preset corresponding relationship between the steering angle of the front wheels and the steering angle of the rear wheels.

[0084] Exemplarily, the above preset correspondence relationship can be obtained through experimental data of the vehicle and stored in the controller of the vehicle.

[0085] For example, if the current second vehicle speed of the vehicle is 60 km / h and the actual steering angle of the front wheel is 10 degrees, based on the above preset corresponding relationship, it can be determined that the target steering angle of the rear wheel corresponding to the second vehicle speed and the actual steering angle of the front wheel is 5 degrees. If the actual steering angle of the rear wheel of the vehicle is 8 degrees, which is not equal to the target steering angle of the rear wheel, it means that the rear wheel of the vehicle may have an unexpected steering.

[0086] Furthermore, the second preset yaw rate can be set according to actual conditions. Since the yaw rate of the vehicle when turning is usually greater than the yaw rate of the vehicle when traveling in a straight line, the second preset yaw rate can usually be set greater than the first preset yaw rate, for example, 1 rad / s.

[0087] Exemplarily, assuming that the second preset yaw rate is 1 rad / s, if the vehicle's current second yaw rate is obtained to be 3 rad / s, it is determined that the absolute value of the second yaw rate is greater than the second preset yaw rate. At the same time, if the actual steering angle of the rear wheel is not equal to the target steering angle of the rear wheel, it is determined that the rear wheel of the vehicle has unexpected steering.

[0088] The above method can more accurately determine whether the rear wheels of the vehicle have an unexpected steering problem by using different state parameters according to the different states of the vehicle (such as straight-line driving state and turning state). Once it is determined that the rear wheels of the vehicle have an unexpected steering problem, measures can be taken immediately to adjust them to prevent the vehicle from losing control or causing an accident.

[0089] Furthermore, when it is determined that the rear wheels of the vehicle are turning unexpectedly, the vehicle may be prevented from being seriously offset by adjusting the steering wheel angle or reducing the vehicle speed.

[0090] The steering of a vehicle mainly depends on the steering angle of the front wheels of the vehicle. A larger steering angle of the front wheels usually leads to a larger yaw rate. Based on this, the yaw rate of the vehicle can be changed by adjusting the steering angle of the front wheels of the vehicle, thereby correcting the unintended steering of the vehicle.

[0091] As for the above S103, it can be understood that the above front wheel steering actuator specifically refers to a mechanical device for controlling the front wheel steering of the vehicle. The front wheel steering actuator includes a steering motor, a steering gear, a rack, a position sensor, a control unit, and the like.

[0092] Among them, the steering motor is used to provide driving force to drive the steering gear; the steering gear can mesh with the rack to convert the rotational motion of the motor into linear motion; the rack can work with the steering gear, and the movement of the rack directly determines the steering angle of the front wheel; the position controller is used to monitor the position of the rack in order to accurately control the movement of the rack; the control unit is used to receive operating instructions and control the rotation of the motor to achieve the movement of the rack.

[0093] Furthermore, by controlling the rack in the front wheel steering actuator to move its position, the steering angle of the front wheels of the vehicle can be changed, thereby changing the yaw rate of the vehicle so that the current yaw rate of the vehicle reaches the target yaw rate.

[0094] Normally, when the steering angle of the front wheels of a vehicle is changed, the turning angle of the steering wheel will also change accordingly. Therefore, the front wheel steering actuator and the steering wheel need to be decoupled so that the controller can independently adjust the front wheel steering.

[0095] However, since the embodiments of the present application are applied to vehicles equipped with a steer-by-wire system and a rear-wheel steering system, the steer-by-wire system is an independent system. Unlike a traditional mechanical steering system, the steer-by-wire system eliminates the direct physical connection between the steering wheel and the steering gear and can transmit the driver's steering intention to the front-wheel steering actuator through electronic signals to control the steering of the front wheels.

[0096] Therefore, in the embodiment of the present application, when controlling the rack in the front wheel steering actuator to move position, the front wheel steering actuator and the steering wheel may not be decoupled. Even if the front wheel steering actuator and the steering wheel are not decoupled, the front wheel steering actuator can still work independently according to the received electronic signal.

[0097] Further, before controlling the rack position in the front wheel steering actuator of the vehicle to move, a target yaw rate of the vehicle may be determined.

[0098] It can be understood that the above target yaw rate refers to the yaw rate value expected to be achieved in order to maintain the stability and controllability of the vehicle under the current driving conditions.

[0099] Since the desired yaw rate values ​​to maintain the stability and controllability of the vehicle may be different when the vehicle is in different driving states, the target yaw rate in the driving state can be determined according to the different driving states of the vehicle.

[0100] In a possible implementation, before controlling the rack in the front-wheel steering actuator of the vehicle to move its position so that the current yaw angular velocity of the vehicle changes to a target yaw angular velocity, the method further includes: when it is determined that the vehicle is in a straight-line driving state, obtaining a preset yaw angular velocity, and determining the preset yaw angular velocity as the target yaw angular velocity; when it is determined that the vehicle is in a turning state, obtaining the current vehicle speed, the current steering wheel rotation angle, and the current steering angle of the rear wheels of the vehicle, and based on a preset corresponding relationship, determining the yaw angular velocity corresponding to the current vehicle speed, the current steering wheel rotation angle, and the current steering angle of the rear wheels as the target yaw angular velocity; wherein the preset corresponding relationship is a corresponding relationship between the vehicle speed, the steering wheel rotation angle, the steering angle of the rear wheels, and the yaw angular velocity of the vehicle.

[0101] It is understandable that the preset yaw rate can be set according to actual needs. For example, when the vehicle is in a straight-line driving state, the yaw rate of the vehicle is usually zero, and the preset yaw rate can be set to zero.

[0102] The preset corresponding relationship can be obtained based on experimental data of the vehicle, and the preset corresponding relationship can be stored in the controller of the vehicle. The preset corresponding relationship can represent the yaw rate that the vehicle should have under different vehicle speeds, steering wheel rotation angles and rear wheel steering angles.

[0103] Exemplarily, the above preset corresponding relationship may be as shown in Table 1:

[0104] Table 1

[0105]

[0106] As shown in Table 1, the higher the vehicle speed, the greater the yaw rate of the vehicle; the greater the steering wheel rotation angle, the greater the yaw rate of the vehicle; the greater the steering angle of the rear wheels, the greater the yaw rate of the vehicle.

[0107] It should be understood that the above Table 1 is only an example of the preset corresponding relationship, and the above preset corresponding relationship may include the corresponding relationship between the rotation angles of multiple steering wheels and the steering angles of multiple rear wheels and the target yaw angular velocity at different speeds.

[0108] Exemplarily, when it is determined that the vehicle is in a straight-line driving state, a preset yaw rate of 0 rad / s is obtained, and 0 rad / s is used as the target yaw rate of the vehicle.

[0109] When it is determined that the vehicle is in a turning state, the current vehicle speed is obtained to be 60 km / h, the current steering wheel turning angle is 10 degrees, and the steering angle of the rear wheels is 2 degrees. Based on the above preset corresponding relationship, the corresponding target yaw rate is determined to be 0.3 rad / s, and 0.3 rad / s is used as the target yaw rate of the vehicle.

[0110] Furthermore, after the target yaw rate is determined, the rack in the front wheel steering actuator may be controlled to move its position so that the current yaw rate of the vehicle changes to the target yaw rate.

[0111] For example, in the process of controlling the movement of the rack in the front wheel steering actuator, the change of the yaw rate of the vehicle is monitored in real time until the yaw rate of the vehicle reaches the target yaw rate. When the yaw rate of the vehicle reaches the target yaw rate, the movement of the rack in the front wheel steering actuator is stopped.

[0112] In order to make the rack movement process smoother, the direction and speed of the rack movement may be determined before controlling the rack movement in the front wheel steering actuator, and the rack may be controlled to move in the determined direction and speed.

[0113] In one possible implementation, controlling a rack in a front-wheel steering actuator of the vehicle to move position so that a current yaw angular velocity of the vehicle changes to a target yaw angular velocity includes: determining a target speed and a target direction when the rack in the front-wheel steering actuator moves; controlling the rack in the front-wheel steering actuator to move positionally in the target direction at the target speed so that a current yaw angular velocity of the vehicle changes to the target yaw angular velocity.

[0114] It is understandable that the above target speed refers to the speed that the rack in the front wheel steering actuator should reach when moving; the above target speed is used to ensure that the rack is adjusted to the desired position quickly and accurately.

[0115] Exemplarily, the target speed can be determined according to the actual operating parameters of the vehicle. For example, the controller stores the correspondence between the operating parameters of the vehicle and the rack movement speed in advance, and after obtaining the actual operating parameters of the vehicle, the target speed of the rack movement is determined based on the correspondence.

[0116] The target direction refers to the specific direction in which the rack in the front wheel steering actuator moves. For example, if the current yaw rate needs to be reduced, the target direction may be the direction in which the yaw rate decreases; if the current yaw rate needs to be increased, the target direction may be the direction in which the yaw rate increases.

[0117] Furthermore, after determining the above-mentioned target speed and target direction, the controller may send an instruction including the target speed and target direction to the front wheel steering actuator to control the rack in the front wheel steering actuator to move in the target direction according to the target speed.

[0118] For example, if the target speed of the rack movement is determined to be 10 mm / s and the target direction is to move to the left, the motor in the front wheel steering actuator controls the rack to move to the left at a speed of 10 mm / s, and monitors the position of the rack to ensure that it moves according to the predetermined target speed and direction.

[0119] Furthermore, as described above, by controlling the rack in the front wheel steering actuator to move its position, the steering angle of the vehicle's front wheels can be adjusted so that the vehicle's current yaw rate gradually approaches the target yaw rate, thereby allowing the vehicle to reach a stable state.

[0120] It is understandable that, in the process of controlling the rack in the front wheel steering actuator to move its position, the current yaw angular velocity of the vehicle is monitored in real time, and when the current yaw angular velocity of the vehicle reaches the target yaw angular velocity, the control of the rack to move its position is stopped.

[0121] The above method can more accurately control the movement of the rack in the front wheel steering actuator by determining the target speed and target direction, thereby accurately adjusting the dynamic behavior of the vehicle and making the movement of the rack smoother. By controlling the rack to move according to the target speed and direction, the yaw rate of the vehicle can be quickly adjusted to change the current yaw rate of the vehicle to the target yaw rate, thereby controlling the vehicle to return to the expected driving direction, thereby preventing the vehicle from losing control due to abnormal steering of the rear wheels, greatly improving the safety of the vehicle during driving and reducing the risk of traffic accidents.

[0122] Figure 2 It is a schematic flow chart of another vehicle control method provided in an embodiment of the present application.

[0123] For example, Figure 2 As shown, the method 200 includes:

[0124] S201, obtaining the current yaw angular velocity of the vehicle and the current rotation angle of the steering wheel.

[0125] It is understandable that the current yaw rate and the current rotation angle of the steering wheel can be used to determine the current state of the vehicle. The current state of the vehicle can be a straight-line driving state or a turning state.

[0126] S202, determining whether the vehicle is in a straight-line driving state.

[0127] It can be understood that whether the vehicle is in a straight-line driving state is determined based on the current yaw angular velocity and the current rotation angle of the steering wheel obtained as described above.

[0128] Exemplarily, if the current yaw angular velocity is zero and the current rotation angle of the steering wheel is less than or equal to the preset angle threshold, it is determined that the vehicle is in a straight driving state, and S203 is executed; if the current yaw angular velocity is not zero and the current rotation angle of the steering wheel is greater than the preset angle threshold, it is determined that the vehicle is in a turning state, and S206 is executed.

[0129] S203, obtaining a first vehicle speed, a first yaw angular velocity, a rotation speed of the rear wheels, and a tire circumference of the vehicle.

[0130] It can be understood that the above-mentioned first vehicle speed, first yaw angular velocity, rear wheel rotation speed and tire circumference are the first state parameters mentioned above.

[0131] S204: Determine whether the rear wheels of the vehicle have unexpected steering based on the first vehicle speed, the first yaw angular velocity, the rotation speed of the rear wheels, and the tire circumference.

[0132] Exemplarily, the actual speed of the rear wheels is calculated based on the wheel speed and tire circumference of the rear wheels. If the difference between the actual speed of the rear wheels and the first vehicle speed is greater than a preset speed difference and the absolute value of the first yaw angular velocity is greater than the first preset yaw angular velocity, it is determined that the rear wheels of the vehicle have unexpected steering.

[0133] If it is determined that the rear wheels of the vehicle have unexpected steering, execute S205; if it is determined that the rear wheels of the vehicle have not unexpected steering, there is no need to control the rack position movement in the front wheel steering actuator, and the current process ends.

[0134] S205, controlling the rack in the front wheel steering actuator to move in the target direction at the target speed, so that the current yaw angular velocity of the vehicle changes to 0 rad / s.

[0135] Exemplarily, the target speed may be determined according to actual operating parameters of the vehicle; and the target direction may be a direction in which the yaw angular velocity decreases.

[0136] S206, obtaining a second vehicle speed, a second yaw angular velocity, an actual steering angle of the rear wheels, and an actual steering angle of the front wheels of the vehicle.

[0137] It can be understood that the second vehicle speed, the second yaw angular velocity, the actual steering angle of the rear wheels and the actual steering angle of the front wheels are the second state parameters mentioned above.

[0138] S207: Based on the second vehicle speed, the second yaw angular velocity, the actual steering angle of the rear wheels and the actual steering angle of the front wheels, determine whether the rear wheels of the vehicle have unexpected steering.

[0139] Exemplarily, based on the second vehicle speed and the actual steering angle of the front wheels, the target steering angle of the rear wheels is determined. If the actual steering angle of the rear wheels is not equal to the target steering angle of the rear wheels and the absolute value of the second yaw angular velocity is greater than the second preset yaw angular velocity, it is determined that the rear wheels of the vehicle have unexpected steering.

[0140] If it is determined that the rear wheels of the vehicle have unexpected steering, execute S208; if it is determined that the rear wheels of the vehicle have not unexpected steering, there is no need to control the rack position movement in the front wheel steering actuator, and end the current process.

[0141] S208: Determine a target yaw rate based on the current vehicle speed, the current rotation angle of the steering wheel, and the current steering angle of the rear wheels.

[0142] It can be understood that the target yaw rate may be obtained by searching in a preset corresponding relationship based on the current vehicle speed, the current rotation angle of the steering wheel and the current steering angle of the rear wheels.

[0143] The preset corresponding relationship can be obtained based on experimental data of the vehicle, and the preset corresponding relationship can be stored in the controller of the vehicle. The preset corresponding relationship can represent the yaw rate that the vehicle should have under different vehicle speeds, steering wheel rotation angles and rear wheel steering angles.

[0144] S209, controlling the rack in the front wheel steering actuator to move in the target direction at the target speed, so that the current yaw angular velocity of the vehicle changes to the target yaw angular velocity.

[0145] Exemplarily, the target speed may be determined based on actual operating parameters of the vehicle; the target direction may be a direction in which the yaw velocity decreases; the target yaw velocity may be obtained by searching in a preset corresponding relationship based on the current vehicle speed, the current turning angle of the steering wheel and the current steering angle of the rear wheels.

[0146] In the embodiment of the present application, the current state parameters of the vehicle are obtained in real time, and based on the current state parameters, it is determined whether the rear wheels of the vehicle have unexpected steering, so that the abnormal steering of the rear wheels can be discovered in time. According to the different states of the vehicle (such as straight driving state and turning state), different state parameters are used to determine whether the rear wheels of the vehicle have unexpected steering, so that it can be more accurately determined whether the rear wheels of the vehicle have unexpected steering problems. In the case of determining that the rear wheels have unexpected steering, the rack of the front wheel steering actuator of the vehicle is quickly controlled to move its position, and the steering direction of the vehicle can be adjusted, so that the current yaw angular velocity of the vehicle changes to the target yaw angular velocity, thereby controlling the vehicle to return to the expected driving direction, thereby avoiding the vehicle from losing control due to abnormal steering of the rear wheels, greatly improving the safety of the vehicle during driving, and reducing the risk of traffic accidents. In addition, the above process does not require the participation of the driver. By automatically adjusting the steering direction of the vehicle, the driver's frequent adjustment of the steering wheel is reduced, which can avoid the driver's panic when the rear wheels have unexpected steering, and improve the user's driving experience.

[0147] Furthermore, the above Figure 1 and Figure 2 The scheme in can be based on Figure 3 The control system of the vehicle shown is implemented.

[0148] For example, Figure 3 As shown, the control system of the vehicle includes a steering system 301 , a steering wheel angle information collection module 302 , a yaw rate information collection module 303 , a vehicle speed information collection module 304 and a wheel speed information collection module 305 .

[0149] The steering system 301 includes a steer-by-wire system 3011 and a rear-wheel steering system 3012 .

[0150] The steer-by-wire system 3011 is used to receive fault information sent by the rear-wheel steering system 3012, to receive yaw rate information sent by the yaw rate information acquisition module 303, and to control the rack in the front-wheel steering actuator to move its position.

[0151] The rear-wheel steering system 3012 is used to receive the steering wheel angle information sent by the steering wheel angle information acquisition module 302, the vehicle speed information sent by the vehicle speed information acquisition module 304, and the wheel speed information sent by the wheel speed information acquisition module 305, and is used to determine the target angle of the rear wheel based on the received steering wheel angle information, vehicle speed information, and wheel speed information, and then compare the actual angle of the rear wheel collected with the determined target angle of the rear wheel to determine whether the rear wheel of the vehicle has unexpected steering. It is also used to send fault information that the rear-wheel steering system has a fault to the wire control steering system 3011 when it is determined that the rear wheel of the vehicle has unexpected steering.

[0152] The steering wheel angle information collection module 302 is used to collect and provide the steering wheel angle information of the vehicle and its validity information to the steering system 301 .

[0153] The yaw rate information collection module 303 is used to collect and provide the yaw rate information of the vehicle and its validity information to the steering system 301 .

[0154] The vehicle speed information collection module 304 is used to collect and provide the vehicle speed information and validity information of the vehicle to the steering system 301 .

[0155] The wheel speed information collection module 305 is used to collect and provide the wheel speed information of the tire and its validity information to the steering system 301 .

[0156] Figure 4 It is a structural schematic diagram of a vehicle control device provided in an embodiment of the present application.

[0157] For example, Figure 4 As shown, the device 400 includes:

[0158] The acquisition module 401 is used to acquire the current state parameters of the vehicle.

[0159] The judgment module 402 is used to judge whether the rear wheels of the vehicle have unexpected steering based on the current state parameters.

[0160] The control module 403 is used to control the rack in the front wheel steering actuator of the vehicle to move its position when it is determined that the rear wheel has unexpected steering, so as to change the current yaw angular velocity of the vehicle to a target yaw angular velocity.

[0161] In one possible implementation, the judgment module is specifically used to: when it is determined that the vehicle is in a straight-line driving state, judge whether the rear wheels of the vehicle produce unexpected turns based on the first state parameter; when it is determined that the vehicle is in a turning state, judge whether the rear wheels of the vehicle produce unexpected turns based on the second state parameter.

[0162] In a possible implementation, the first state parameter includes a first vehicle speed, a first yaw angular velocity, a rotational speed of the rear wheels, and a tire circumference. The judgment module includes a first judgment unit, which is specifically used to: calculate the actual speed of the rear wheels based on the rotational speed of the rear wheels and the tire circumference; judge whether the difference between the first vehicle speed and the actual speed of the rear wheels is greater than a preset speed difference, and judge whether the absolute value of the first yaw angular velocity is greater than a first preset yaw angular velocity; when it is determined that the difference between the first vehicle speed and the actual speed of the rear wheels is greater than the preset speed difference and the absolute value of the first yaw angular velocity is greater than the first preset yaw angular velocity, determine that the rear wheels of the vehicle have unexpected steering.

[0163] In one possible implementation, the second state parameter includes a second vehicle speed, a second yaw angular velocity, an actual steering angle of the rear wheels, and an actual steering angle of the front wheels. The judgment module includes a second judgment unit, and the second judgment unit is specifically used to: determine a target steering angle of the rear wheels based on the second vehicle speed and the actual steering angle of the front wheels; determine whether the actual steering angle of the rear wheels is equal to the target steering angle of the rear wheels, and determine whether the absolute value of the second yaw angular velocity is greater than a second preset yaw angular velocity; when it is determined that the actual steering angle of the rear wheels is not equal to the target steering angle of the rear wheels and the absolute value of the second yaw angular velocity is greater than the second preset yaw angular velocity, determine that there is unexpected steering of the rear wheels of the vehicle.

[0164] Optionally, the current state parameters include a current yaw angular velocity and a current rotation angle of the steering wheel. The device also includes a first determination module, which is specifically used to: determine the current state of the vehicle based on the current yaw angular velocity and the current rotation angle of the steering wheel; determine that the vehicle is in a straight driving state when the current yaw angular velocity is zero and the current rotation angle of the steering wheel is less than or equal to a preset angle threshold; determine that the vehicle is in a turning state when the current yaw angular velocity is not zero and the current rotation angle of the steering wheel is greater than a preset angle threshold.

[0165] Optionally, the device also includes a second determination module, which is specifically used to: when it is determined that the vehicle is in a straight-line driving state, obtain a preset yaw angular velocity, and determine the preset yaw angular velocity as the target yaw angular velocity; when it is determined that the vehicle is in a turning state, obtain the vehicle's current speed, the current turning angle of the steering wheel and the current steering angle of the rear wheels, and based on a preset corresponding relationship, determine the yaw angular velocity corresponding to the current vehicle speed, the current turning angle of the steering wheel and the current steering angle of the rear wheels as the target yaw angular velocity; wherein the preset corresponding relationship is the correspondence between the vehicle's speed, the turning angle of the steering wheel and the steering angle of the rear wheels and the yaw angular velocity of the vehicle.

[0166] In one possible implementation, the control module is specifically used to: determine the target speed and target direction of the rack in the front-wheel steering actuator when it moves; control the rack in the front-wheel steering actuator to move in the target direction according to the target speed, so that the current yaw angular velocity of the vehicle changes to the target yaw angular velocity.

[0167] Figure 5 It is a structural schematic diagram of a vehicle provided in an embodiment of the present application.

[0168] For example, Figure 5As shown, the vehicle 500 includes: a memory 501 and a processor 502, wherein the memory 501 stores an executable program code 5011, and the processor 502 is used to call and execute the executable program code 5011 to perform a vehicle control method.

[0169] 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 vehicle control method provided by an embodiment of the present application.

[0170] 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.

[0171] In the case of dividing each functional module according to each function, the device may also include an acquisition module, a judgment module, a control 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.

[0172] It should be understood that the device provided in this embodiment is used to execute the above-mentioned vehicle control method, and thus can achieve the same effect as the above-mentioned implementation method.

[0173] 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 and data.

[0174] 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.

[0175] In addition, the device provided in the embodiments of the present application may specifically be a chip, a component 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 vehicle control method provided in the above embodiments.

[0176] This embodiment also provides a computer-readable storage medium, in which a computer program code is stored. When the computer program code is run on a computer, the computer executes the above-mentioned related method steps to implement a vehicle control method provided by the above embodiment.

[0177] 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 vehicle control method provided by the above-mentioned embodiment.

[0178] 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.

[0179] 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.

[0180] 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, and there may be other division methods in actual implementation, such as multiple units or components 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.

[0181] 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 vehicle control method, characterized in that: The method comprises: Acquire current state parameters of the vehicle; wherein the current state parameters include a first vehicle speed, a first yaw angular velocity, a rotation speed of the rear wheels, and a tire circumference; When it is determined that the vehicle is in a straight-line driving state, calculating the actual speed of the rear wheel based on the rotation speed of the rear wheel and the circumference of the tire; determining whether a difference between the first vehicle speed and the actual speed of the rear wheels is greater than a preset speed difference, and determining whether an absolute value of the first yaw angular velocity is greater than a first preset yaw angular velocity; When it is determined that the difference between the first vehicle speed and the actual speed of the rear wheels is greater than the preset speed difference and the absolute value of the first yaw rate is greater than the first preset yaw rate, determining that the rear wheels of the vehicle have an unexpected turn; When it is determined that the rear wheels have unexpected steering, a rack in a front wheel steering actuator of the vehicle is controlled to move its position so that a current yaw rate of the vehicle changes to a target yaw rate.

2. The method according to claim 1, characterized in that The current state parameter also includes a second state parameter, and the method further includes: When it is determined that the vehicle is in a turning state, it is determined based on the second state parameter whether the rear wheels of the vehicle produce an unexpected turn.

3. The method according to claim 2, characterized in that The second state parameter includes a second vehicle speed, a second yaw rate, an actual steering angle of the rear wheels, and an actual steering angle of the front wheels. The determining, based on the second state parameter, whether the rear wheels of the vehicle have unexpected steering, includes: determining a target steering angle of the rear wheels based on the second vehicle speed and the actual steering angle of the front wheels; determining whether the actual steering angle of the rear wheel is equal to the target steering angle of the rear wheel, and determining whether the absolute value of the second yaw angular velocity is greater than a second preset yaw angular velocity; When it is determined that the actual steering angle of the rear wheels is not equal to the target steering angle of the rear wheels and the absolute value of the second yaw rate is greater than the second preset yaw rate, it is determined that the rear wheels of the vehicle have unexpected steering.

4. The method according to claim 1 or 2, characterized in that: The current state parameters also include a current yaw rate and a current rotation angle of the steering wheel. After obtaining the current state parameters of the vehicle, the method further includes: Determining a current state of the vehicle based on the current yaw rate and the current rotation angle of the steering wheel; When the current yaw rate is zero and the current rotation angle of the steering wheel is less than or equal to a preset angle threshold, determining that the vehicle is in a straight-line driving state; When the current yaw rate is not zero and the current rotation angle of the steering wheel is greater than a preset angle threshold, it is determined that the vehicle is in a turning state.

5. The method according to claim 1, characterized in that Before the rack in the front wheel steering actuator of the vehicle is controlled to move its position so as to change the current yaw rate of the vehicle to the target yaw rate, the method further includes: When it is determined that the vehicle is in a straight-line driving state, obtaining a preset yaw angular velocity, and determining the preset yaw angular velocity as the target yaw angular velocity; When it is determined that the vehicle is in a turning state, the current vehicle speed, the current turning angle of the steering wheel and the current steering angle of the rear wheels are obtained, and based on a preset corresponding relationship, the yaw angular velocity corresponding to the current vehicle speed, the current turning angle of the steering wheel and the current steering angle of the rear wheels is determined as the target yaw angular velocity; wherein the preset corresponding relationship is a corresponding relationship between the vehicle speed, the turning angle of the steering wheel and the steering angle of the rear wheels and the yaw angular velocity of the vehicle.

6. The method according to claim 1, characterized in that The step of controlling the rack in the front wheel steering actuator of the vehicle to move the position so that the current yaw rate of the vehicle changes to the target yaw rate includes: determining a target speed and a target direction of movement of a rack in the front wheel steering actuator; The rack in the front wheel steering actuator is controlled to move in the target direction according to the target speed, so that the current yaw rate of the vehicle changes to the target yaw rate.

7. A vehicle control device, characterized in that: The device comprises: An acquisition module, used for acquiring current state parameters of the vehicle; wherein the current state parameters include a first vehicle speed, a first yaw angular velocity, a rotation speed of the rear wheels, and a tire circumference; a judgment module, configured to, when determining that the vehicle is in a straight-line driving state, calculate the actual speed of the rear wheel based on the rotation speed of the rear wheel and the tire circumference; judge whether the difference between the first vehicle speed and the actual speed of the rear wheel is greater than a preset speed difference, and judge whether the absolute value of the first yaw angular velocity is greater than a first preset yaw angular velocity; and when determining that the difference between the first vehicle speed and the actual speed of the rear wheel is greater than the preset speed difference and the absolute value of the first yaw angular velocity is greater than the first preset yaw angular velocity, determine that the rear wheels of the vehicle have an unexpected turn; The control module is used for controlling the rack in the front wheel steering actuator of the vehicle to move its position when it is determined that the rear wheel has unexpected steering, so as to change the current yaw angular velocity of the vehicle to a target yaw angular velocity.

8. 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 6.

9. 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 6 is implemented.

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