Vehicle steering type detection method and device, equipment and storage medium

Abstract

The invention discloses a vehicle steering type detection method, device and equipment and a storage medium, and relates to the technical field of automobile steering detection.The vehicle steering type detection method comprises the steps that a front wheel side slip angle and a rear wheel side slip angle of a vehicle are obtained; steering type parameters are calculated according to the front wheel slip angle and the rear wheel slip angle; and obtaining the steering type of the vehicle according to the steering type parameter. The steering type of the vehicle can be obtained in real time, then the vehicle is adjusted according to the steering type, the driving safety is remarkably improved, the control performance is optimized, the stability of the vehicle is enhanced, necessary information support is provided for the automatic driving technology, and the optimal performance of the vehicle under various road conditions is ensured.

Description

Technical Field

[0001] The present application relates to the technical field of automobile steering detection, and in particular to a method, device, equipment and storage medium for detecting the steering type of a vehicle. Background Art

[0002] With the continuous development of automobile technology, the handling performance and driving safety of vehicles are becoming more and more important. During driving, the understeer of a vehicle directly affects its driving stability and safety. The understeer of a vehicle is usually divided into three types: neutral steering, understeer and oversteer. Different understeer has a significant impact on the driving characteristics of the vehicle under different road conditions. However, the understeer of most cars is fixed when they leave the factory and cannot be adjusted according to actual road conditions, which reduces the driving performance and safety of the vehicle to a certain extent.

[0003] At present, the traditional understeer measurement method mainly relies on testing at a fixed turning angle or turning radius at a specific site, and calculating the turning angle according to different vehicle speeds. Although this method can provide certain data under laboratory conditions, it cannot achieve real-time monitoring and dynamic adjustment due to the complexity of the test process and environmental limitations. Vehicles may encounter various road conditions and driving conditions in actual driving, and this static measurement method cannot adapt to these changes in time.

[0004] Traditional understeer detection methods have many problems. First, they lack real-time performance and cannot effectively reflect the dynamic performance of the vehicle under different road conditions. Second, this method needs to be carried out under specific conditions, which limits its scope of application and flexibility. In addition, the understeer cannot be effectively adjusted, which affects the safety and stability of the vehicle in complex driving environments. Therefore, how to obtain the vehicle steering type in real time has become an urgent problem to be solved.

[0005] The above contents are only used to assist in understanding the technical solution of the present application and do not constitute an admission that the above contents are prior art. Summary of the invention

[0006] The purpose of the present application is to provide a method, device, equipment and storage medium for detecting the steering type of a vehicle, aiming to solve the technical problem of how to obtain the steering type of a vehicle in real time.

[0007] To achieve the above objectives, the present application proposes a method for detecting a vehicle steering type, the method comprising:

[0008] Obtain the front wheel slip angle and rear wheel slip angle of the vehicle;

[0009] Calculate a steering type parameter according to the front wheel sideslip angle and the rear wheel sideslip angle;

[0010] The steering type of the vehicle is obtained according to the steering type parameter.

[0011] In one embodiment, the step of obtaining the front wheel slip angle and the rear wheel slip angle of the vehicle comprises:

[0012] Obtaining the wheel lateral force, wheel steering angle, front wheel cornering stiffness and rear wheel cornering stiffness of the vehicle;

[0013] Calculating the front wheel lateral force and the rear wheel lateral force according to the wheel lateral force;

[0014] Calculating a front wheel slip angle according to the front wheel lateral force, the wheel steering angle and the front wheel slip stiffness;

[0015] The rear wheel slip angle is calculated according to the rear wheel lateral force, the wheel turning angle and the rear wheel cornering stiffness.

[0016] In one embodiment, the step of obtaining the wheel lateral force includes at least one of the following:

[0017] When a pressure sensor is installed at the wheel hub bearing flange, the wheel lateral force is measured by the pressure sensor;

[0018] When the pressure sensor is installed at the wheel rim mounting flange, the wheel lateral force is measured by the pressure sensor;

[0019] In the case where pressure-sensitive conductive silicone rubber is installed at the vehicle's triangular arm bushing, the wheel lateral force is measured by the pressure-sensitive conductive silicone rubber.

[0020] In one embodiment, the wheel lateral force includes a left front wheel lateral force, a right front wheel lateral force, a left rear wheel lateral force, and a right rear wheel lateral force, and the step of calculating the front wheel lateral force and the rear wheel lateral force according to the wheel lateral forces includes:

[0021] The front wheel lateral force is calculated according to the left front wheel lateral force and the right front wheel lateral force;

[0022] The rear wheel lateral force is calculated based on the left rear wheel lateral force and the right rear wheel lateral force.

[0023] In one embodiment, after the step of determining the steering type of the vehicle according to the steering type parameter, the method further includes:

[0024] adjusting the active suspension according to the type of steering described;

[0025] The step of adjusting the active suspension according to the steering type comprises:

[0026] When the road surface is slippery and the steering type is oversteering, at least one of increasing the front wheel spring stiffness, increasing the front wheel stabilizer bar stiffness, reducing the rear wheel spring stiffness, and reducing the rear wheel stabilizer bar stiffness is adopted;

[0027] When the vehicle speed is greater than a first preset speed, at least one of increasing the hardness of the active suspension, increasing the damping coefficient of the active suspension, reducing the vehicle height, and balancing the hardness of the front and rear axle suspensions is adopted;

[0028] When the vehicle speed is less than a second preset speed, at least one of the following measures is taken: reducing the front suspension hardness, increasing the rear suspension hardness, reducing the front suspension damping, increasing the rear suspension damping, lowering the vehicle body height, and lowering the rear tire pressure, and the first preset speed is greater than the second preset speed.

[0029] In one embodiment, the step of calculating the steering type parameter according to the front wheel sideslip angle and the rear wheel sideslip angle comprises:

[0030] Obtain the lateral acceleration and wheelbase of the vehicle;

[0031] Calculating a stability factor according to the front wheel slip angle, the rear wheel slip angle, the lateral acceleration and the vehicle wheelbase;

[0032] A steering type parameter is obtained according to the stability factor.

[0033] In one embodiment, the step of determining the steering type of the vehicle according to the steering type parameter comprises:

[0034] When the steering type parameter is greater than a preset value, determining that the steering type of the vehicle is understeering;

[0035] When the steering type parameter is equal to the preset value, determining that the steering type is neutral steering;

[0036] When the steering type parameter is less than the preset value, it is determined that the steering type is oversteering.

[0037] In addition, to achieve the above-mentioned purpose, the present application also proposes a vehicle steering type detection device, the device comprising:

[0038] A data acquisition module, used to acquire the front wheel slip angle and rear wheel slip angle of the vehicle;

[0039] A data processing module, used for calculating a steering type parameter according to the front wheel sideslip angle and the rear wheel sideslip angle;

[0040] A detection result module is used to obtain the steering type of the vehicle according to the steering type parameter.

[0041] In addition, to achieve the above-mentioned purpose, the present application also proposes a vehicle steering type detection device, which includes: a memory, a processor, and a computer program stored in the memory and executable on the processor, and the computer program is configured to implement the steps of the vehicle steering type detection method as described above.

[0042] In addition, to achieve the above-mentioned purpose, the present application also proposes a storage medium, which is a computer-readable storage medium, and a computer program is stored on the storage medium. When the computer program is executed by the processor, the steps of the vehicle steering type detection method as described above are implemented.

[0043] In addition, to achieve the above-mentioned purpose, the present application also provides a computer program product, which includes a computer program, and when the computer program is executed by a processor, the steps of the vehicle steering type detection method as described above are implemented.

[0044] One or more technical solutions proposed in this application have at least the following technical effects:

[0045] Obtain the front wheel slip angle and the rear wheel slip angle of the vehicle; calculate the steering type parameter according to the front wheel slip angle and the rear wheel slip angle; obtain the steering type of the vehicle according to the steering type parameter. First, the slip angles of the front and rear wheels are obtained in real time through sensors. These angles (front wheel slip angle α1 and rear wheel slip angle α2) are key parameters for evaluating the steering state of the vehicle and can reflect the handling characteristics of the vehicle during the turning process. Then, the steering type parameter is calculated based on these slip angles. This parameter provides a basis for judging the steering behavior of the vehicle and can help identify whether the vehicle is in an understeering, neutral steering or oversteering state. Finally, by analyzing the steering type parameter, the steering type of the vehicle is judged in real time, so that the driver or the automatic control system can adjust the vehicle control in time. The present application can obtain the steering type of the vehicle in real time, and then adjust the vehicle according to the steering type, which significantly improves driving safety, optimizes handling performance, enhances vehicle stability, and provides necessary information support for autonomous driving technology, ensuring the best performance of the vehicle under various road conditions. BRIEF DESCRIPTION OF THE DRAWINGS

[0046] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present application and, together with the description, serve to explain the principles of the present application.

[0047] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, for ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative labor.

[0048] Figure 1 A schematic diagram of a flow chart provided for the first embodiment of the method for detecting the steering type of a vehicle of the present application;

[0049] Figure 2 A schematic diagram of a steering type analysis provided in Embodiment 1 of the method for detecting the steering type of a vehicle of the present application;

[0050] Figure 3 A schematic diagram of a flow chart provided for the second embodiment of the method for detecting the steering type of a vehicle of the present application;

[0051] Figure 4 A schematic diagram of vehicle force analysis provided in Example 2 of the method for detecting the vehicle steering type of the present application;

[0052] Figure 5 This is a schematic diagram of the module structure of a device for detecting the steering type of a vehicle according to an embodiment of the present application;

[0053] Figure 6 Schematic diagram of the device structure of the hardware operating environment involved in the method for detecting the vehicle steering type in the embodiment of the present application.

[0054] The purpose, features and advantages of this application will be further described in conjunction with the embodiments and with reference to the accompanying drawings. DETAILED DESCRIPTION

[0055] It should be understood that the specific embodiments described herein are only used to explain the technical solutions of the present application and are not used to limit the present application.

[0056] In order to better understand the technical solution of the present application, a detailed description will be given below in conjunction with the accompanying drawings and specific implementation methods.

[0057] With the advancement of automobile technology, vehicle handling and safety have become particularly important. The understeer of a vehicle, which is divided into three types: neutral steering, understeer and oversteer, has a significant impact on driving stability and safety. However, most cars have a fixed understeer when they leave the factory, which makes it difficult to adapt to changing road conditions, limiting driving performance and safety. Traditional measurement methods rely on fixed tests at specific sites, lack real-time and flexibility, and are difficult to cope with the changing conditions in actual driving, resulting in impaired safety and stability of the vehicle in complex environments.

[0058] The main solution of the embodiment of the present application is: first, the sensor monitors the side slip angles of the front and rear wheels in real time. These key parameters reveal the handling characteristics of the vehicle when turning. Then, by calculating the side slip angle difference, the steering behavior of the vehicle can be judged and identified as understeering, neutral steering or oversteering. Finally, the steering type parameters are analyzed in real time, so that the driver or control system can quickly adjust the vehicle control to adapt to different driving conditions.

[0059] It should be noted that the execution subject of the embodiment of the present application may be a computing service device with data processing, network communication and program running functions, such as a tablet computer, a personal computer, a mobile phone, etc., or an electronic device, a vehicle-mounted system, a suspension system, etc. capable of realizing the above functions. The following takes the vehicle-mounted system as an example to illustrate this embodiment and the following embodiments.

[0060] Based on this, the embodiment of the present application provides a method for detecting the steering type of a vehicle, referring to Figure 1 , Figure 1 This is a flow chart of a first embodiment of a method for detecting a vehicle turning type according to the present application.

[0061] In this embodiment, the vehicle steering type detection method includes steps S10 to S30:

[0062] Step S10, obtaining the front wheel slip angle and rear wheel slip angle of the vehicle;

[0063] It should be noted that the front wheel slip angle refers to the angle between the front wheel and the actual direction of the vehicle during driving. It reflects the degree to which the front wheel deviates from the direction of the vehicle due to steering. The slip angle is usually used to evaluate the handling and stability of the vehicle. When the front wheel slip angle is large, it may mean that the vehicle has a tendency to understeer or oversteer. The rear wheel slip angle refers to the angle between the rear wheel and the actual direction of the vehicle during driving. Similar to the front wheel slip angle, the rear wheel slip angle also reflects the degree of deviation of the rear wheel from the direction of the vehicle. The rear wheel slip angle can affect the stability and handling characteristics of the vehicle in certain situations (such as drifting or steering).

[0064] It is understandable that obtaining the side slip angles of the front and rear wheels of a vehicle usually requires the use of sensors installed on the vehicle's suspension or wheel parts, which can measure the degree of deviation between the actual driving trajectory of the wheel and the driving direction of the vehicle. First, the lateral force exerted on the wheel when turning is measured by a force sensor installed on the wheel or wheel hub. Then, based on the measured lateral force and the cornering stiffness of the tire, the side slip angle of the wheel, that is, the angle between the wheel and the actual driving direction of the vehicle, is calculated. For the front wheel, the calculation of the side slip angle needs to consider the steering angle and the lateral force; for the rear wheel, the degree of deviation is mainly determined by measuring the lateral force and the cornering stiffness of the tire. These data are processed and analyzed by the vehicle's electronic control unit (ECU) to finally obtain the side slip angles of the front and rear wheels.

[0065] Step S20, calculating a steering type parameter according to the front wheel sideslip angle and the rear wheel sideslip angle;

[0066] It should be noted that the steering type parameter is an indicator used to describe the stability and handling characteristics of the vehicle during steering. According to the front wheel slip angle and the rear wheel slip angle, the positive or negative value of the parameter used to judge the steering characteristics of the vehicle (usually called the stability factor (K)) can be determined, thereby determining the steering characteristics of the vehicle under different conditions.

[0067] It can be understood that the step of calculating the steering type parameter based on the front wheel slip angle and the rear wheel slip angle first requires obtaining the real-time slip angle data of the front and rear wheels. The front wheel slip angle (α1) and the rear wheel slip angle (α2) respectively represent the angles between the front wheel and the rear wheel and the vehicle's driving direction during the turn. Next, the steering type parameter is calculated using the difference between these two angles, which is usually expressed as Δα=α1-α2.

[0068] As an example, the step of calculating the steering type parameter based on the front wheel slip angle and the rear wheel slip angle includes: obtaining the lateral acceleration and the vehicle wheelbase of the vehicle; calculating the stability factor based on the front wheel slip angle, the rear wheel slip angle, the lateral acceleration and the vehicle wheelbase; and obtaining the steering type parameter based on the stability factor.

[0069] Lateral acceleration refers to the acceleration component perpendicular to the direction of travel of the vehicle when the vehicle is turning or driving. It reflects the magnitude of the centrifugal force on the vehicle when turning. It is usually used to evaluate the vehicle's handling performance and stability. A larger lateral acceleration indicates that the vehicle is subjected to a stronger centrifugal force when turning, which may affect the tire's grip, thereby affecting the vehicle's stability and safety. The vehicle's wheelbase refers to the distance between the center of the front axle and the center of the rear axle. It is one of the important geometric parameters of the vehicle and directly affects the vehicle's stability, handling and steering performance. Generally speaking, a longer wheelbase can improve the stability of the vehicle and is suitable for high-speed driving, while a shorter wheelbase can enhance the flexibility of the vehicle and is suitable for urban driving and curved driving. By understanding the wheelbase, you can better calculate the steering parameters and adjust the vehicle's suspension system.

[0070] The steps to calculate the steering type parameters based on the front wheel slip angle and rear wheel slip angle first require obtaining the vehicle's lateral acceleration and wheelbase. Lateral acceleration refers to the acceleration caused by the centrifugal force on the vehicle when turning, which reflects the dynamic state of the vehicle; while the vehicle wheelbase is the distance between the center of the front axle and the center of the rear axle, and is an important geometric parameter that affects the stability of the vehicle. Next, the obtained front wheel slip angle (α1) and rear wheel slip angle (α2), lateral acceleration (α y ) and the vehicle wheelbase (L) are substituted into the stability factor calculation formula, usually K = (α1-α2) / a y L. This stability factor K describes the steering characteristics of the vehicle. By analyzing the positive and negative values ​​of K, the steering state of the vehicle can be further determined. Finally, based on the calculated stability factor, the steering type parameter can be obtained, that is, the numerator of the stability factor Δα = α1-α2 can be used to evaluate whether the vehicle is in an understeering, neutral steering or oversteering state. This process provides key data for real-time adjustment of the vehicle's handling performance and improving driving safety.

[0071] Please refer to Figure 2 , Figure 2 A schematic diagram of the steering type analysis provided in the first embodiment of the vehicle steering type detection method of the present application shows the relationship between the understeering degree (K) and the steering characteristics of the vehicle under different steering conditions. The "angle unchanged" in the figure means that when the vehicle is turning, the steering angles of the front and rear wheels remain the same, that is, the steering angle of the vehicle does not change. sw" represents the steering wheel angle, that is, the steering angle input by the driver through the steering wheel. The "understeering", "neutral steering" and "oversteering" in the figure correspond to the steering characteristics of the vehicle under different K values: Understeering: When the stability factor K is greater than 0, that is, (α1-α2)>0, it means that the actual steering angle of the vehicle is less than the steering angle input by the driver through the steering wheel, causing the vehicle to tend to drive in a straight line instead of turning according to the driver's intention. This phenomenon is called understeering. Neutral steering: When the stability factor K is equal to 0, that is, (α1-α2)=0, it means that the actual steering angle of the vehicle is different from the steering angle input by the driver through the steering wheel. The input steering angle matches the input steering angle, and the vehicle can turn according to the driver's intention. This phenomenon is called neutral steering. Oversteering: When the stability factor K is less than 0, that is, (α1-α2)<0, it means that the actual steering angle of the vehicle is greater than the steering angle input by the driver through the steering wheel, causing the vehicle to over-respond to the steering input. This phenomenon is called oversteering. The K value in the figure is a key parameter to measure the steering characteristics of the vehicle. It reflects the ratio of the difference in the sideslip angle of the front and rear wheels when the vehicle turns to the lateral acceleration and wheelbase of the vehicle. By real-time monitoring and adjusting the K value, the steering characteristics of the vehicle can be optimized and the driving safety and comfort can be improved.

[0072] Step S30, obtaining the steering type of the vehicle according to the steering type parameter.

[0073] It should be noted that the steering type refers to the dynamic behavior and characteristics exhibited by the vehicle during the steering process, and is usually used to describe the vehicle's handling performance when turning.

[0074] It can be understood that by comparing the steering type parameter with a preset threshold, the steering characteristics of the vehicle can be determined, and if the steering type parameter reaches a certain value range, the steering state of the vehicle can be inferred.

[0075] As an example, the step of determining the steering type of the vehicle according to the steering type parameter includes: when the steering type parameter is greater than a preset value, determining that the steering type of the vehicle is understeering; when the steering type parameter is equal to the preset value, determining that the steering type is neutral steering; when the steering type parameter is less than the preset value, determining that the steering type is oversteering.

[0076] The preset value refers to a specific value used to determine the steering type in system design or vehicle dynamic control. In this embodiment, it is 0. This value is usually based on the design parameters, driving characteristics and safety standards of the vehicle, and is used to divide different steering states. For example, the preset value is the threshold value of the side slip angle difference exhibited by the vehicle under standard driving conditions, which is used to determine the handling characteristics of the vehicle. Understeer refers to the situation where the front wheel side slip angle is greater than the rear wheel side slip angle when the vehicle is turning, causing the vehicle to tend to continue to drive in a straight line. The driver needs to apply a larger angle of steering wheel rotation to maintain the turning trajectory. This state usually makes the vehicle difficult to control when turning, and may cause understeering, increasing the risk of driving. Neutral Steer refers to the situation where the side slip angles of the front and rear wheels are equal when the vehicle is turning, and the vehicle can smoothly follow the turning trajectory. This state is considered to be the best handling state, and the driver's steering wheel rotation is relatively consistent with the steering response of the vehicle, which can effectively maintain stable driving. Oversteer refers to the situation where the rear wheel side slip angle is greater than the front wheel side slip angle when the vehicle is turning. This condition can cause the rear end of the vehicle to slide, forcing the driver to reduce steering wheel rotation to prevent loss of control. Oversteering generally increases the risk of losing vehicle control, especially at high speeds or on slippery road conditions.

[0077] First, when the steering type parameter is greater than the preset value, it means that the front wheel slip angle is significantly greater than the rear wheel slip angle. At this time, the vehicle is understeering, and the driver needs to apply a larger steering wheel rotation to maintain the turning trajectory, which easily leads to the tendency of the vehicle to drive in a straight line. Secondly, when the steering type parameter is equal to the preset value, it indicates that the front and rear wheel slip angles are equal. At this time, the vehicle is in a neutral steering state, the handling performance is good, the driver's steering wheel rotation and the vehicle steering response are basically consistent, and it can turn smoothly. Finally, when the steering type parameter is less than the preset value, it indicates that the rear wheel slip angle is greater than the front wheel slip angle, the vehicle is oversteering, and the driver needs to reduce the steering wheel rotation to avoid the rear of the vehicle sliding, which increases the risk of loss of control. This judgment step provides a basis for real-time dynamic adjustment of vehicle handling performance to ensure driving safety.

[0078] As an example, after the step of determining the steering type of the vehicle according to the steering type parameters, the step further includes: adjusting the active suspension according to the steering type; the step of adjusting the active suspension according to the steering type includes: when the road surface is slippery and the steering type is oversteering, taking at least one of the following measures: increasing the front wheel spring stiffness, increasing the front wheel stabilizer bar stiffness, reducing the rear wheel spring stiffness, and reducing the rear wheel stabilizer bar stiffness; when the vehicle speed is greater than a first preset speed, taking at least one of the following measures: increasing the hardness of the active suspension, increasing the damping coefficient of the active suspension, reducing the vehicle body height, and balancing the hardness of the front and rear axle suspensions; when the vehicle speed is less than a second preset speed, taking at least one of the following measures: reducing the hardness of the front suspension, increasing the hardness of the rear suspension, reducing the front suspension damping, increasing the rear suspension damping, reducing the vehicle body height, and reducing the rear tire pressure, and the first preset speed is greater than the second preset speed.

[0079] Slippery road means that the road surface becomes slippery due to rain, ice, snow or other liquids, resulting in a decrease in the vehicle's grip when driving, increasing the risk of skidding and loss of control. The front wheel spring stiffness refers to the compression resistance of the spring in the front wheel suspension. The greater the stiffness, the less the vehicle is compressed under load, which is manifested as the hardness of the suspension. The front wheel stabilizer bar stiffness refers to the ability of the stabilizer bar (also known as the anti-roll bar) in the front suspension to resist the tilt of the vehicle body under the action of lateral force. The greater the stiffness, the better the stability of the vehicle when turning. The rear wheel spring stiffness refers to the compression resistance of the spring in the rear wheel suspension, similar to the front wheel spring stiffness, which affects the responsiveness of the rear wheel to changes in the road surface. The rear wheel stabilizer bar stiffness refers to the resistance of the stabilizer bar in the rear suspension under the action of lateral force. The greater the stiffness, the less the vehicle rolls when turning. The first preset speed usually refers to the threshold for high-speed driving, for example, it is set to 80 kilometers per hour (km / h) in some cases. The vehicle needs more stability adjustments when it is higher than this speed. The stiffness of the active suspension refers to the overall compression resistance of the suspension system, which determines the vehicle's response to road surface unevenness. The higher the stiffness, the stronger the vehicle's ability to suppress changes in the road surface during driving. The damping coefficient refers to the ability of the damper in the suspension system to resist movement, which determines the reaction speed of the suspension when compressed and extended. The larger the damping coefficient, the stronger the vehicle's ability to absorb bumps and the better the stability. The vehicle height refers to the vertical distance from the vehicle chassis to the ground. The vehicle height affects the center of gravity and handling performance of the vehicle. Lowering the vehicle height can lower the center of gravity and improve stability. The stiffness of the front and rear axle suspension refers to the compression resistance of the front and rear suspensions when bearing loads. The stiffness of the front and rear axle suspensions affects the balance and driving stability of the vehicle. The second preset speed usually refers to the threshold for low-speed driving, for example, it is set to 30 kilometers per hour (km / h) in some cases. Below this speed, the vehicle requires more flexible suspension adjustment. The stiffness of the front suspension refers to the compression resistance of the spring and damping components of the front suspension system, which affects the response of the front wheels to road surface unevenness. Rear suspension stiffness refers to the compression resistance of the spring and damping components of the rear suspension system, which affects the response of the rear wheels to road unevenness. Front suspension damping refers to the effectiveness of the damper in the front suspension, which affects the comfort and stability of the vehicle on bumpy roads. Rear suspension damping refers to the effectiveness of the damper in the rear suspension, which is similar to the front suspension damping and affects the stability and comfort of the rear wheels. Rear tire pressure refers to the gas pressure inside the rear tire, which affects the tire's grip and the vehicle's handling performance. Too low or too high tire pressure may cause safety hazards.

[0080] First, when the road is slippery and the steering type is oversteering, the rear of the vehicle may slide, so measures need to be taken to increase the spring stiffness and stabilizer bar stiffness of the front wheels, or reduce the spring stiffness and stabilizer bar stiffness of the rear wheels to enhance the grip and stability of the front wheels. Next, when the vehicle speed is greater than the first preset speed (e.g., 80 km / h), in order to improve driving stability, the hardness and damping coefficient of the active suspension can be increased, the vehicle height can be reduced, or the suspension hardness of the front and rear axles can be balanced to improve the vehicle's handling performance when driving at high speeds. Finally, when the vehicle speed is lower than the second preset speed (e.g., 30 km / h), in order to improve flexibility and comfort, at least one of the following measures needs to be taken: reducing the hardness of the front suspension, increasing the hardness of the rear suspension, reducing the damping of the front suspension, increasing the damping of the rear suspension, reducing the height of the vehicle, or reducing the rear tire pressure. This series of adjustment measures is intended to dynamically optimize the performance of the suspension system according to the vehicle's driving state and road conditions to improve overall driving safety and comfort.

[0081] This embodiment provides a method for detecting the steering type of a vehicle, obtaining the front wheel slip angle and the rear wheel slip angle of the vehicle; calculating the steering type parameter according to the front wheel slip angle and the rear wheel slip angle; and obtaining the steering type of the vehicle according to the steering type parameter. First, the slip angles of the front and rear wheels are obtained in real time through sensors. These angles (front wheel slip angle α1 and rear wheel slip angle α2) are key parameters for evaluating the steering state of the vehicle and can reflect the handling characteristics of the vehicle during the turning process. Then, the steering type parameter (Δα=α1-α2) is calculated according to these slip angles. This parameter provides a basis for judging the steering behavior of the vehicle and can help identify whether the vehicle is in an understeering, neutral steering or oversteering state. Finally, by analyzing the steering type parameter, the steering type of the vehicle is judged in real time, so that the driver or the automatic control system can adjust the vehicle control in time. This embodiment can obtain the steering type of the vehicle in real time, and then adjust the vehicle according to the steering type, which significantly improves driving safety, optimizes handling performance, enhances vehicle stability, and provides necessary information support for automatic driving technology, ensuring the best performance of the vehicle under various road conditions.

[0082] Based on the first embodiment of the present application, in the second embodiment of the present application, the same or similar contents as those in the above-mentioned embodiment 1 can refer to the above introduction, and will not be repeated later. Figure 3 , Figure 3 This is a flow chart of a second embodiment of the method for detecting the vehicle steering type of the present application. Step S10 of the method for detecting the vehicle steering type includes steps S11 to S14:

[0083] Step S11, obtaining the wheel lateral force, wheel steering angle, front wheel cornering stiffness and rear wheel cornering stiffness of the vehicle;

[0084] It should be noted that wheel lateral force refers to the lateral friction between the tire and the road surface when the vehicle turns. It is caused by the turning, acceleration or deceleration of the vehicle, and affects the stability and handling of the vehicle. The magnitude of the wheel lateral force is closely related to the vehicle speed, turning radius and tire grip. The wheel angle refers to the rotation angle of the wheel relative to the longitudinal axis of the vehicle, which is usually generated by the turning of the steering wheel. The wheel angle directly affects the driving direction and turning radius of the vehicle and is an important parameter for vehicle handling. The front wheel cornering stiffness refers to the ratio between the side slip angle of the front wheel under the action of the lateral force and the applied lateral force. It reflects the resistance of the front wheel to the lateral force when turning. The greater the stiffness, the stronger the stability and grip of the front wheel when turning, which helps to improve the handling performance of the vehicle. The rear wheel cornering stiffness is similar to the front wheel cornering stiffness. It refers to the ratio between the side slip angle of the rear wheel under the action of the lateral force and the applied lateral force. It determines the performance of the rear wheel when turning. Changes in the rear wheel stiffness will affect the steering characteristics of the vehicle, especially when driving at high speed or turning sharply.

[0085] It can be understood that the lateral force of each wheel of the vehicle is first obtained through the sensor. This force refers to the friction generated between the tire and the road when turning or accelerating, which directly affects the handling stability of the vehicle. Secondly, the wheel angle is recorded, which refers to the rotation angle of the wheel relative to the longitudinal axis of the vehicle. It is usually caused by the turning of the steering wheel and affects the driving direction and turning radius of the vehicle. Next, the lateral stiffness of the front wheel is measured. This parameter represents the relationship between the lateral slip angle of the front wheel under the action of lateral force and the applied lateral force, reflecting the resistance of the front wheel when turning. Finally, the lateral stiffness of the rear wheel is obtained. Similar to the lateral stiffness of the front wheel, it determines the performance of the rear wheel under the action of lateral force. By obtaining these key parameters, the necessary data support can be provided for the subsequent vehicle dynamic analysis and the formulation of control strategies, thereby improving the vehicle's handling and driving safety.

[0086] As an example, the step of obtaining the wheel lateral force includes at least one of the following: when a pressure sensor is installed at the wheel hub bearing flange, the wheel lateral force is measured by the pressure sensor; when the pressure sensor is installed at the wheel rim mounting flange, the wheel lateral force is measured by the pressure sensor; when pressure-sensitive conductive silicone rubber is installed at the vehicle triangular arm bushing, the wheel lateral force is measured by the pressure-sensitive conductive silicone rubber.

[0087] The wheel hub bearing flange refers to the part where the wheel is connected to the axle, usually a flat part on the hub. The flange is used to fix the tire and provide support. Installing a pressure sensor at this location can measure the lateral force of the wheel in real time. A pressure sensor is a device that can sense and measure pressure changes. It usually converts pressure into an electrical signal. When used to monitor the lateral force of the wheel, it can measure the lateral force generated when the tire contacts the ground and provide real-time data for vehicle dynamic analysis. The lateral force of the wheel refers to the lateral friction between the wheel and the ground during turning or acceleration. The magnitude and direction of the lateral force have an important impact on the vehicle's handling stability and steering characteristics. The wheel rim mounting flange refers to the edge of the wheel rim that contacts the tire. The flange is used to fix the tire on the rim. Installing a pressure sensor at this location can measure the changes in the tire under the action of lateral force. The vehicle triangular arm bushing refers to the connection part of the triangular arm (lower arm) in the suspension system. It usually contains a bushing to allow a certain amount of movement. The sensor installed here can monitor the deformation of the wheel under the action of lateral force, thereby indirectly measuring the lateral force. Pressure-sensitive conductive silicone rubber is a material with pressure-sensitive properties. Its conductivity changes with the applied pressure. When used to measure the lateral force of the wheel, it can reflect the lateral force it is subjected to by monitoring the changes in its conductivity, providing reliable data support.

[0088] First, a pressure sensor can be installed at the wheel hub bearing flange, which can measure the lateral force generated between the wheel and the ground when turning or accelerating in real time to ensure the accuracy of the data. Secondly, another method is to install a pressure sensor at the flange of the wheel rim, through which lateral force data can also be obtained, further enhancing the reliability of the measurement. Finally, pressure-sensitive conductive silicone rubber can also be installed at the bushing of the vehicle's triangular arm (lower arm). The conductivity of this material changes with the applied lateral force, thereby indirectly measuring the lateral force of the wheel. Through these sensors in different positions and methods, the lateral force data of the wheel can be comprehensively obtained, providing important support for the analysis and control of vehicle dynamic performance.

[0089] Step S12, calculating the front wheel lateral force and the rear wheel lateral force according to the wheel lateral force;

[0090] It should be noted that the front wheel lateral force refers to the lateral friction generated between the front wheel and the ground when the vehicle turns or accelerates. This lateral force is very important for the front wheel because it affects the vehicle's handling and steering response. The size of the front wheel lateral force is directly related to the vehicle's stability and grip during the steering process. The rear wheel lateral force refers to the lateral friction generated between the rear wheel and the ground under the same circumstances. The rear wheel lateral force also plays an important role in the overall handling characteristics of the vehicle, especially when driving at high speed or making sharp turns, affecting the vehicle's rear stability and steering behavior.

[0091] It can be understood that the front wheel lateral force and the rear wheel lateral force are first calculated through the acquired wheel lateral force data combined with the dynamic model and structural characteristics of the vehicle. Specifically, the wheel lateral force is determined by factors such as the vehicle's speed, turning radius and wheel grip, so it needs to be accurately distributed according to the vehicle's geometric parameters and the load distribution of each wheel. By analyzing the load changes and lateral force transmission mechanism of the front and rear wheels when the vehicle turns, the total lateral force can be decomposed into the lateral force of the front and rear wheels using formulas or numerical methods. This calculation not only helps to understand the working status of each wheel during the steering process, but also provides the necessary data support for subsequent dynamic control and vehicle stability optimization, ensuring that the vehicle maintains optimal handling performance under different driving conditions.

[0092] As an example, the wheel lateral force includes the left front wheel lateral force, the right front wheel lateral force, the left rear wheel lateral force and the right rear wheel lateral force, and the step of calculating the front wheel lateral force and the rear wheel lateral force based on the wheel lateral forces includes: calculating the front wheel lateral force based on the left front wheel lateral force and the right front wheel lateral force; calculating the rear wheel lateral force based on the left rear wheel lateral force and the right rear wheel lateral force.

[0093] The lateral force of the left front wheel refers to the lateral friction generated between the left front wheel of the vehicle and the ground when turning or accelerating. This lateral force reflects the contribution of the left front wheel to the vehicle's handling and affects the vehicle's steering and stability. The lateral force of the right front wheel refers to the lateral friction generated between the right front wheel of the vehicle and the ground under the same circumstances. It also plays an important role in the vehicle's steering characteristics and stability. Especially when the vehicle is turning, the difference in lateral force between the left and right front wheels can affect the vehicle's driving trajectory. The lateral force of the left rear wheel refers to the lateral friction generated between the left rear wheel of the vehicle and the ground when turning or accelerating. The lateral force of the left rear wheel affects the stability of the vehicle's tail, especially when driving at high speed or making sharp turns. The lateral force of the right rear wheel refers to the lateral friction generated between the right rear wheel of the vehicle and the ground under the same circumstances. It interacts with the lateral force of the left rear wheel and affects the overall vehicle's handling and stability.

[0094] F Y1 =F 前轴 =F 左前 +F 右前

[0095] F Y2 =F 后轴 =F 左后 +F 右后

[0096] In the formula, F 左前 、F 右前 、F 左后 、F 右后are the lateral forces of the left front, right front, left rear and right rear wheels respectively, and F Y1 is the lateral force of the front wheel, F Y2 is the rear wheel lateral force.

[0097] First, the composition of the wheel lateral force is clarified, including the lateral force of the left front wheel, the lateral force of the right front wheel, the lateral force of the left rear wheel, and the lateral force of the right rear wheel. Next, the lateral force of the front wheel is calculated by adding the lateral forces of the left front wheel and the right front wheel. This process takes into account the different lateral forces that the left and right front wheels are subjected to when turning or accelerating, so as to accurately reflect the overall lateral force characteristics of the front wheels. Then, similarly, the lateral force of the left rear wheel is added to the lateral force of the right rear wheel to obtain the lateral force of the rear wheel. Through this decomposition and calculation, the lateral force data of the front and rear wheels can be obtained, which provides an important basis for analyzing the handling performance of the vehicle under different dynamic conditions. These data play a key role in optimizing the stability of the vehicle and improving driving safety.

[0098] Step S13, calculating the front wheel slip angle according to the front wheel lateral force, the wheel steering angle and the front wheel cornering stiffness;

[0099] It should be noted that α1=F Y1 cosδ / k1,α2=F Y2 cosδ / k2, α1 is the front wheel slip angle, α2 is the rear wheel slip angle, F Y1 is the lateral force of the front wheel, F Y2 is the rear wheel lateral force, δ is the wheel turning angle, k1 and k2 are the cornering stiffness of the front and rear tires.

[0100] It is understandable that the data of the lateral force, wheel angle and front wheel cornering stiffness of the front wheel are first collected, and then these data are substituted into a specific calculation formula to obtain the front wheel slip angle. Specifically, the front wheel lateral force is first divided by the front wheel cornering stiffness to obtain the front wheel slip angle. Then, based on the wheel angle, it is combined with the front wheel lateral force and the calculation is adjusted to ensure that the resulting slip angle accurately reflects the actual driving conditions. This method can monitor the dynamic performance of the front wheels in real time and help evaluate the handling characteristics of the vehicle under different steering conditions. By calculating the slip angle of the front wheel, the behavior of the vehicle when turning can be better understood, thereby providing data support for subsequent dynamic control and adjustment, and ultimately improving the vehicle's handling stability and safety.

[0101] Step S14, calculating the rear wheel slip angle according to the rear wheel lateral force, the wheel steering angle and the rear wheel cornering stiffness.

[0102] It is understandable that the three key parameters of the rear wheel lateral force, wheel angle and rear wheel cornering stiffness need to be obtained first, and then they are substituted into a specific calculation formula to obtain the rear wheel slip angle. In specific operations, the rear wheel lateral force is first divided by the rear wheel cornering stiffness to calculate the basic slip angle of the rear wheel. Then, the angle is adjusted in combination with the wheel angle to ensure that the calculation result can accurately reflect the actual steering influence on the rear wheel during driving. By calculating the rear wheel slip angle in this way, we can deeply understand the dynamic behavior of the rear wheel when turning and evaluate the handling characteristics of the vehicle under different driving conditions. This data not only provides a basis for optimizing the vehicle's suspension system and steering mechanism, but also effectively improves the stability and safety of the vehicle, ensuring that the driver can get a good handling experience under various road conditions.

[0103] Please refer to Figure 4 , Figure 4 A schematic diagram of vehicle force analysis provided for the second embodiment of the method for detecting the vehicle steering type of the present application shows the geometric parameters and force conditions of the vehicle. The "a" in the figure represents the distance from the front wheel of the vehicle to the center of mass (Cm) of the vehicle, while "b" represents the distance from the rear wheel of the vehicle to the center of mass of the vehicle. These two parameters are components of the vehicle wheelbase and are crucial to the stability and handling of the vehicle. "L" represents the wheelbase of the vehicle, that is, the straight-line distance from the center of the front wheel to the center of the rear wheel. It affects the stability and handling balance of the vehicle when turning. The longer the wheelbase, the more stable the vehicle is usually when driving at high speeds, but some agility may be sacrificed. "F y1 ” and “F y2 " respectively represent the lateral forces acting on the front and rear axles of the vehicle. These lateral forces are generated by the friction between the tires and the road surface and are the main source of power when the vehicle turns. The front wheel lateral force "F y1 " includes the sum of the lateral forces of the left front wheel and the right front wheel, while the rear wheel lateral force "F y2 )” includes the sum of the lateral forces of the left and right rear wheels. From the tire force analysis, we can know that F Y1 cosδ / k1,F Y2 =α2k2. So we can get: (F Y1 cosδ / k1-F Y2 / k2)>0, the vehicle is understeering; (F Y1 cosδ / k1-F Y2 / k2)=0, the vehicle is in neutral steering; (F Y1 cosδ / k1-F Y2 / k2)<0, the vehicle is oversteering, δ is the wheel angle, k1 and k2 are the cornering stiffness of the front and rear tires. The "0" in the figure represents the position of the center of mass of the vehicle, which is the center point of the vehicle's weight distribution and plays a decisive role in the vehicle's handling and stability. When turning, the center of mass of the vehicle will be affected by centrifugal force, affecting the vehicle's roll and steering characteristics. "Δa" usually represents the steering angle of the wheel, that is, the deflection angle of the wheel relative to the vehicle's driving direction. This angle is crucial for the measurement of the vehicle's steering response and understeering. "Cm" represents the center of mass of the vehicle, which is the center point of the vehicle's weight distribution and plays a core role in the vehicle's dynamic balance. Through the interaction of these parameters, the understeering of the vehicle can be calculated, and then the steering characteristics of the vehicle can be evaluated. For example, by comparing the side slip angles of the front and rear wheels (α1 and α2), it can be determined whether the vehicle is in a state of understeering, neutral steering or oversteering. This analysis is crucial for the optimization of vehicle design and dynamic performance, and helps to improve the vehicle's handling and safety.

[0104] This embodiment obtains the vehicle's wheel lateral force, wheel steering angle, front wheel cornering stiffness and rear wheel cornering stiffness; calculates the front wheel lateral force and rear wheel lateral force according to the wheel lateral force; calculates the front wheel side slip angle according to the front wheel lateral force, the wheel steering angle and the front wheel cornering stiffness; calculates the rear wheel side slip angle according to the rear wheel lateral force, the wheel steering angle and the rear wheel cornering stiffness. First, the vehicle's wheel lateral force, wheel steering angle, front wheel cornering stiffness and rear wheel cornering stiffness are obtained. These data are the basis for analyzing the vehicle's dynamic performance. By measuring the wheel lateral force, the friction between the wheel and the ground when turning or accelerating can be understood. The wheel steering angle reflects the driver's steering intention, and the cornering stiffness of the front and rear wheels characterizes the tire's ability to respond to the lateral force. Next, the front wheel lateral force and the rear wheel lateral force are calculated respectively according to the wheel lateral force. This step can refine the analysis of the performance of the left and right wheels and provide more accurate vehicle control information. Then, the front wheel lateral force, wheel angle and front wheel cornering stiffness are used to calculate the front wheel slip angle, which is crucial for evaluating the dynamic characteristics of the vehicle when turning. Finally, the rear wheel slip angle is calculated using the rear wheel lateral force, wheel angle and rear wheel cornering stiffness in a similar way, so as to fully understand the steering behavior of the vehicle. This embodiment can monitor and analyze the dynamic performance of the vehicle under different driving conditions in real time, help optimize the suspension and steering system design of the vehicle, improve the handling stability and safety, and ultimately provide the driver with a better handling experience.

[0105] It should be noted that the above examples are only used to understand the present application and do not constitute a limitation on the vehicle steering type detection method of the present application. More simple transformations based on this technical concept are all within the protection scope of the present application.

[0106] This application also provides a vehicle steering type detection device, please refer to Figure 5 , the vehicle steering type detection device comprises:

[0107] The data acquisition module 10 is used to acquire the front wheel slip angle and the rear wheel slip angle of the vehicle;

[0108] A data processing module 20, configured to calculate a steering type parameter according to the front wheel sideslip angle and the rear wheel sideslip angle;

[0109] The detection result module 30 is used to obtain the steering type of the vehicle according to the steering type parameter.

[0110] In one embodiment, the data acquisition module 10 is also used to acquire the vehicle's wheel lateral force, wheel steering angle, front wheel cornering stiffness and rear wheel cornering stiffness; the front wheel lateral force and rear wheel lateral force are calculated based on the wheel lateral force; the front wheel slip angle is calculated based on the front wheel lateral force, the wheel steering angle and the front wheel cornering stiffness; the rear wheel slip angle is calculated based on the rear wheel lateral force, the wheel steering angle and the rear wheel cornering stiffness.

[0111] In one embodiment, the data acquisition module 10 is also used to measure the wheel lateral force by means of a pressure sensor when a pressure sensor is installed at the wheel hub bearing flange; to measure the wheel lateral force by means of the pressure sensor when a pressure sensor is installed at the wheel rim mounting flange; and to measure the wheel lateral force by means of pressure-sensitive conductive silicone rubber when a pressure-sensitive conductive silicone rubber is installed at the vehicle triangular arm bushing.

[0112] In one embodiment, the data acquisition module 10 is further used to calculate the front wheel lateral force according to the left front wheel lateral force and the right front wheel lateral force; and to calculate the rear wheel lateral force according to the left rear wheel lateral force and the right rear wheel lateral force.

[0113] The detection result module 30 is also used to adjust the active suspension according to the steering type; the step of adjusting the active suspension according to the steering type includes: when the road surface is slippery and the steering type is oversteering, taking at least one of the following measures: increasing the front wheel spring stiffness, increasing the front wheel stabilizer bar stiffness, reducing the rear wheel spring stiffness and reducing the rear wheel stabilizer bar stiffness; when the vehicle speed is greater than a first preset speed, taking at least one of the following measures: increasing the hardness of the active suspension, increasing the damping coefficient of the active suspension, reducing the vehicle body height and balancing the hardness of the front and rear axle suspensions; when the vehicle speed is less than a second preset speed, taking at least one of the following measures: reducing the front suspension hardness, increasing the rear suspension hardness, reducing the front suspension damping, increasing the rear suspension damping, reducing the vehicle body height and reducing the rear tire pressure, and the first preset speed is greater than the second preset speed.

[0114] In one embodiment, the data processing module 20 is further used to obtain the lateral acceleration and wheelbase of the vehicle; calculate the stability factor according to the front wheel sideslip angle, the rear wheel sideslip angle, the lateral acceleration and the wheelbase of the vehicle; and obtain the steering type parameter according to the stability factor.

[0115] In one embodiment, the detection result module 30 is also used to determine that the steering type of the vehicle is understeering when the steering type parameter is greater than a preset value; to determine that the steering type is neutral steering when the steering type parameter is equal to the preset value; and to determine that the steering type is oversteering when the steering type parameter is less than the preset value.

[0116] The vehicle steering type detection device provided by the present application adopts the vehicle steering type detection method in the above embodiment, which can solve the technical problem of how to obtain the vehicle steering type in real time. Compared with the prior art, the beneficial effects of the vehicle steering type detection device provided by the present application are the same as the beneficial effects of the vehicle steering type detection method provided by the above embodiment, and the other technical features of the vehicle steering type detection device are the same as the features disclosed in the above embodiment method, which will not be repeated here.

[0117] The present application provides a vehicle steering type detection device, which includes: at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions executable by the at least one processor, and the instructions are executed by the at least one processor so that the at least one processor can execute the vehicle steering type detection method in the above-mentioned embodiment one.

[0118] Reference below Figure 6, which shows a schematic diagram of the structure of a vehicle steering type detection device suitable for implementing the embodiment of the present application. The vehicle steering type detection device in the embodiment of the present application may include but is not limited to mobile terminals such as mobile phones, laptop computers, digital broadcast receivers, PDAs (Personal Digital Assistants), PADs (Portable Application Descriptions), PMPs (Portable Media Players), vehicle-mounted terminals (such as vehicle-mounted navigation terminals), etc., and fixed terminals such as digital TVs, desktop computers, etc. Figure 6 The vehicle steering type detection device shown is merely an example and should not bring any limitation to the functions and scope of use of the embodiments of the present application.

[0119] like Figure 6 As shown, the detection device of the vehicle steering type may include a processing device 1001 (such as a central processing unit, a graphics processor, etc.), which can perform various appropriate actions and processes according to the program stored in the read-only memory (ROM: Read Only Memory) 1002 or the program loaded from the storage device 1003 to the random access memory (RAM: Random Access Memory) 1004. In RAM1004, various programs and data required for the operation of the detection device of the vehicle steering type are also stored. The processing device 1001, ROM1002 and RAM1004 are connected to each other through a bus 1005. An input / output (I / O) interface 1006 is also connected to the bus. Generally, the following systems can be connected to the I / O interface 1006: an input device 1007 including, for example, a touch screen, a touch pad, a keyboard, a mouse, an image sensor, a microphone, an accelerometer, a gyroscope, etc.; an output device 1008 including, for example, a liquid crystal display (LCD: Liquid Crystal Display), a speaker, a vibrator, etc.; a storage device 1003 including, for example, a magnetic tape, a hard disk, etc.; and a communication device 1009. The communication device 1009 can allow the vehicle steering type detection device to communicate wirelessly or wired with other devices to exchange data. Although the figure shows a vehicle steering type detection device with various systems, it should be understood that it is not required to implement or have all the systems shown. More or fewer systems can be implemented or provided instead.

[0120] In particular, according to the embodiments disclosed in the present application, the process described above with reference to the flowchart can be implemented as a computer software program. For example, the embodiments disclosed in the present application include a computer program product, which includes a computer program carried on a computer-readable medium, and the computer program includes a program code for executing the method shown in the flowchart. In such an embodiment, the computer program can be downloaded and installed from a network through a communication device, or installed from a storage device 1003, or installed from a ROM 1002. When the computer program is executed by the processing device 1001, the above-mentioned functions defined in the method of the embodiment disclosed in the present application are executed.

[0121] The vehicle steering type detection device provided by the present application adopts the vehicle steering type detection method in the above embodiment, which can solve the technical problem of how to obtain the vehicle steering type in real time. Compared with the prior art, the beneficial effects of the vehicle steering type detection device provided by the present application are the same as the beneficial effects of the vehicle steering type detection method provided by the above embodiment, and the other technical features of the vehicle steering type detection device are the same as the features disclosed in the method of the previous embodiment, which will not be repeated here.

[0122] It should be understood that the various parts disclosed in this application can be implemented by hardware, software, firmware or a combination thereof. In the description of the above embodiments, specific features, structures, materials or characteristics can be combined in any one or more embodiments or examples in a suitable manner.

[0123] The above is only a specific implementation of the present application, but the protection scope of the present application is not limited thereto. Any person skilled in the art who is familiar with the present 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.

[0124] The present application provides a computer-readable storage medium having computer-readable program instructions (ie, computer programs) stored thereon, and the computer-readable program instructions are used to execute the vehicle steering type detection method in the above-mentioned embodiment.

[0125] The computer-readable storage medium provided in the present application may be, for example, a USB flash drive, but is not limited to electrical, magnetic, optical, electromagnetic, infrared, or semiconductor systems, systems or devices, or any combination of the above. More specific examples of computer-readable storage media may include, but are not limited to: an electrical connection with one or more wires, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the above. In this embodiment, the computer-readable storage medium may be any tangible medium containing or storing a program that can be used by or in combination with an instruction execution system, system or device. The program code contained on the computer-readable storage medium may be transmitted using any appropriate medium, including but not limited to: wires, optical cables, RF (Radio Frequency), etc., or any suitable combination of the above.

[0126] The computer-readable storage medium may be included in the vehicle steering type detection device; or may exist independently without being assembled into the vehicle steering type detection device.

[0127] The computer-readable storage medium carries one or more programs. When the one or more programs are executed by a vehicle steering type detection device, the vehicle steering type detection device: obtains a front wheel sideslip angle and a rear wheel sideslip angle of the vehicle; calculates a steering type parameter based on the front wheel sideslip angle and the rear wheel sideslip angle; and obtains the steering type of the vehicle based on the steering type parameter.

[0128] Computer program code for performing the operations of the present application may be written in one or more programming languages ​​or a combination thereof, including object-oriented programming languages ​​such as Java, Smalltalk, C++, and conventional procedural programming languages ​​such as "C" or similar programming languages. The program code may be executed entirely on the user's computer, partially on the user's computer, as a separate software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In the case of a remote computer, the remote computer may be connected to the user's computer through any type of network, including a local area network (LAN) or a wide area network (WAN), or may be connected to an external computer (e.g., via the Internet using an Internet service provider).

[0129] The flow chart and block diagram in the accompanying drawings illustrate the possible architecture, function and operation of the system, method and computer program product according to various embodiments of the present application. In this regard, each square box in the flow chart or block diagram can represent a module, a program segment or a part of a code, and the module, the program segment or a part of the code contains one or more executable instructions for realizing the specified logical function. It should also be noted that in some alternative implementations, the functions marked in the square box can also occur in a sequence different from that marked in the accompanying drawings. For example, two square boxes represented in succession can actually be executed substantially in parallel, and they can sometimes be executed in the opposite order, depending on the functions involved. It should also be noted that each square box in the block diagram and / or flow chart, and the combination of the square boxes in the block diagram and / or flow chart can be implemented with a dedicated hardware-based system that performs a specified function or operation, or can be implemented with a combination of dedicated hardware and computer instructions.

[0130] The modules involved in the embodiments described in this application may be implemented by software or hardware, wherein the name of the module does not constitute a limitation on the unit itself in some cases.

[0131] The readable storage medium provided by the present application is a computer-readable storage medium, which stores computer-readable program instructions (i.e., computer programs) for executing the above-mentioned vehicle steering type detection method, and can solve the technical problem of how to obtain the vehicle steering type in real time. Compared with the prior art, the beneficial effects of the computer-readable storage medium provided by the present application are the same as the beneficial effects of the vehicle steering type detection method provided by the above-mentioned embodiment, and will not be repeated here.

[0132] The present application also provides a computer program product, comprising a computer program, wherein when the computer program is executed by a processor, the steps of the vehicle steering type detection method as described above are implemented.

[0133] The computer program product provided by the present application can solve the technical problem of how to obtain the vehicle steering type in real time. Compared with the prior art, the beneficial effects of the computer program product provided by the present application are the same as the beneficial effects of the vehicle steering type detection method provided by the above embodiment, which will not be repeated here.

[0134] The above descriptions are only some embodiments of the present application, and are not intended to limit the patent scope of the present application. All equivalent structural changes made using the contents of the present application specification and drawings under the technical concept of the present application, or direct / indirect applications in other related technical fields are included in the patent protection scope of the present application.

Claims

1. A method for detecting a vehicle steering type, characterized in that: The method comprises: Obtain the front wheel slip angle and rear wheel slip angle of the vehicle; Calculate a steering type parameter according to the front wheel sideslip angle and the rear wheel sideslip angle; The steering type of the vehicle is obtained according to the steering type parameter.

2. The method according to claim 1, characterized in that The step of obtaining the front wheel slip angle and the rear wheel slip angle of the vehicle comprises: Obtaining the wheel lateral force, wheel steering angle, front wheel cornering stiffness and rear wheel cornering stiffness of the vehicle; Calculating the front wheel lateral force and the rear wheel lateral force according to the wheel lateral force; Calculating a front wheel slip angle according to the front wheel lateral force, the wheel steering angle and the front wheel slip stiffness; The rear wheel slip angle is calculated according to the rear wheel lateral force, the wheel turning angle and the rear wheel cornering stiffness.

3. The method according to claim 2, characterized in that The step of obtaining the wheel lateral force comprises at least one of the following: When a pressure sensor is installed at the wheel hub bearing flange, the wheel lateral force is measured by the pressure sensor; When the pressure sensor is installed at the wheel rim mounting flange, the wheel lateral force is measured by the pressure sensor; In the case where pressure-sensitive conductive silicone rubber is installed at the vehicle's triangular arm bushing, the wheel lateral force is measured by the pressure-sensitive conductive silicone rubber.

4. The method according to claim 2, characterized in that The wheel lateral force includes a left front wheel lateral force, a right front wheel lateral force, a left rear wheel lateral force and a right rear wheel lateral force, and the step of calculating the front wheel lateral force and the rear wheel lateral force according to the wheel lateral force includes: The front wheel lateral force is calculated according to the left front wheel lateral force and the right front wheel lateral force; The rear wheel lateral force is calculated based on the left rear wheel lateral force and the right rear wheel lateral force.

5. The method according to claim 1, characterized in that After the step of determining the steering type of the vehicle according to the steering type parameter, the method further includes: adjusting the active suspension according to the type of steering described; The step of adjusting the active suspension according to the steering type comprises: When the road surface is slippery and the steering type is oversteering, at least one of increasing the front wheel spring stiffness, increasing the front wheel stabilizer bar stiffness, reducing the rear wheel spring stiffness, and reducing the rear wheel stabilizer bar stiffness is adopted; When the vehicle speed is greater than a first preset speed, at least one of the following measures is adopted: increasing the hardness of the active suspension, increasing the damping coefficient of the active suspension, reducing the vehicle height, and balancing the hardness of the front and rear axle suspensions; When the vehicle speed is less than a second preset speed, at least one of the following measures is taken: reducing the front suspension hardness, increasing the rear suspension hardness, reducing the front suspension damping, increasing the rear suspension damping, lowering the vehicle body height, and lowering the rear tire pressure, and the first preset speed is greater than the second preset speed.

6. The method according to claim 1, characterized in that The step of calculating the steering type parameter according to the front wheel sideslip angle and the rear wheel sideslip angle comprises: Obtain the lateral acceleration and wheelbase of the vehicle; Calculating a stability factor according to the front wheel slip angle, the rear wheel slip angle, the lateral acceleration and the vehicle wheelbase; A steering type parameter is obtained according to the stability factor.

7. The method according to any one of claims 1 to 6, characterized in that The step of determining the steering type of the vehicle according to the steering type parameter comprises: When the steering type parameter is greater than a preset value, determining that the steering type of the vehicle is understeering; When the steering type parameter is equal to the preset value, determining that the steering type is neutral steering; When the steering type parameter is less than the preset value, it is determined that the steering type is oversteering.

8. A vehicle steering type detection device, characterized in that: The device comprises: A data acquisition module, used to acquire the front wheel slip angle and rear wheel slip angle of the vehicle; A data processing module, used for calculating a steering type parameter according to the front wheel sideslip angle and the rear wheel sideslip angle; A detection result module is used to obtain the steering type of the vehicle according to the steering type parameter.

9. A vehicle steering type detection device, characterized in that: The device comprises: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the computer program is configured to implement the steps of the method for detecting the vehicle steering type according to any one of claims 1 to 7.

10. A storage medium, characterized in that: The storage medium is a computer-readable storage medium, and a computer program is stored on the storage medium. When the computer program is executed by a processor, the steps of the vehicle steering type detection method according to any one of claims 1 to 7 are implemented.

Images