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

Abstract

The application discloses a vehicle steering type detection method, device and equipment and a storage medium, relates to the technical field of automobile steering detection, and comprises the following steps: acquiring a front wheel side slip angle and a rear wheel side slip angle of a vehicle; calculating a steering type parameter according to the front wheel side slip angle and the rear wheel side slip angle; and obtaining the steering type of the vehicle according to the steering type parameter. The application can acquire the steering type of the vehicle in real time, and then adjust the vehicle according to the steering type, thereby significantly improving the driving safety, optimizing the control performance, enhancing the stability of the vehicle, providing necessary information support for the automatic driving technology, and ensuring the best performance of the vehicle under various road conditions.

Description

TECHNICAL FIELD

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

[0002] With the continuous development of automobile technology, the control performance and driving safety of vehicles are increasingly valued. During driving, the understeer degree of a vehicle directly affects its driving stability and safety. The understeer degree of a vehicle is usually divided into three types: neutral steering, understeer and oversteer. Different understeer degrees have a significant impact on the driving characteristics of vehicles under different road conditions. However, most current vehicles have a fixed understeer degree at the time of factory delivery, which cannot be adjusted according to actual road conditions, which to some extent reduces the driving performance and safety of vehicles.

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

[0004] The traditional understeer degree detection method has many problems. First, it lacks real-time performance and cannot effectively reflect the dynamic performance of vehicles under different road conditions. Second, this method needs to be performed in a specific environment, limiting its application range and flexibility. In addition, it fails to effectively adjust the understeer degree, affecting the safety and stability of vehicles in complex driving environments. Therefore, how to obtain the steering type of a vehicle in real time becomes a problem to be solved.

[0005] The above content is only used to assist in understanding the technical solutions of the present application and does not represent an acknowledgement that the above content is prior art. SUMMARY

[0006] The present application aims to provide a vehicle steering type detection method, device, equipment and storage medium, which aims to solve the technical problem of how to obtain the steering type of a vehicle in real time.

[0007] To achieve the above-mentioned purpose, the present application provides a vehicle steering type detection method, which comprises:

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

[0009] calculating a steering type parameter according to the front wheel side slip angle and the rear wheel side slip angle;

[0010] determining a steering type of the vehicle according to the steering type parameter.

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

[0012] obtaining wheel side force, wheel rotation angle, front wheel side slip stiffness and rear wheel side slip stiffness of the vehicle;

[0013] calculating front wheel side force and rear wheel side force according to the wheel side force;

[0014] calculating front wheel side slip angle according to the front wheel side force, the wheel rotation angle and the front wheel side slip stiffness;

[0015] calculating rear wheel side slip angle according to the rear wheel side force, the wheel rotation angle and the rear wheel side slip stiffness.

[0016] In an embodiment, the step of obtaining wheel side force comprises at least one of:

[0017] measuring wheel side force by a pressure sensor installed at a wheel hub bearing flange;

[0018] measuring wheel side force by the pressure sensor installed at a wheel rim mounting flange;

[0019] measuring wheel side force by a pressure sensitive conductive silicone rubber installed at a vehicle tri-link bushing.

[0020] In an embodiment, the wheel side force comprises front left wheel side force, front right wheel side force, rear left wheel side force and rear right wheel side force, and the step of calculating front wheel side force and rear wheel side force according to the wheel side force comprises:

[0021] calculating front wheel side force according to front left wheel side force and front right wheel side force;

[0022] calculating rear wheel side force according to rear left wheel side force and rear right wheel side force.

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

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

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

[0026] When the road surface is wet and the steering type is over-steering, at least one of the following measures is taken: increasing the front wheel spring stiffness, increasing the front wheel stabilizer bar stiffness, decreasing the rear wheel spring stiffness, and decreasing the rear wheel stabilizer bar stiffness;

[0027] When the vehicle speed is greater than a first preset speed, at least one of the following measures is taken: increasing the hardness of the active suspension, increasing the damping coefficient of the active suspension, lowering the vehicle body height, and balancing the front and rear suspension hardness.

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

[0029] In an embodiment, the step of calculating a steering type parameter according to the front wheel side slip angle and the rear wheel side slip angle comprises:

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

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

[0032] Obtaining a steering type parameter according to the stability factor.

[0033] In an 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 under-steering;

[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, determining that the steering type is over-steering.

[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 for acquiring the front wheel side slip angle and the rear wheel side slip angle of the vehicle;

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

[0040] a detection result module configured to obtain the turning type of the vehicle according to the turning type parameter.

[0041] In addition, to achieve the above object, the present application further provides a vehicle turning type detection device, which comprises 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 turning type detection method.

[0042] In addition, to achieve the above object, the present application further provides a storage medium, which is a computer readable storage medium, and the storage medium stores a computer program, and the computer program is executed by a processor to implement the steps of the vehicle turning type detection method.

[0043] In addition, to achieve the above object, the present application further provides a computer program product, which comprises a computer program, and the computer program is executed by a processor to implement the steps of the vehicle turning type detection method.

[0044] The one or more technical solutions provided by the present application have at least the following technical effects:

[0045] obtaining a front wheel side slip angle and a rear wheel side slip angle of the vehicle, calculating a turning type parameter according to the front wheel side slip angle and the rear wheel side slip angle, and obtaining the turning type of the vehicle according to the turning type parameter. First, the front wheel side slip angle and the rear wheel side slip angle are obtained in real time by a sensor. These angles (the front wheel side slip angle a1 and the rear wheel side slip angle a2) are key parameters for evaluating the turning state of the vehicle and can reflect the handling characteristics of the vehicle during turning. Then, the turning type parameter is calculated according to these side slip angles. This parameter provides a basis for judging the turning behavior of the vehicle and can help identify whether the vehicle is in understeering, neutral steering or oversteering state. Finally, the turning type of the vehicle is judged in real time by analyzing the turning type parameter, so that the driver or the automatic control system can adjust the vehicle in time. The present application can obtain the turning type of the vehicle in real time, and then adjust the vehicle according to the turning type, which significantly improves the driving safety, optimizes the handling performance, enhances the stability of the vehicle, and provides necessary information support for the automatic driving technology, ensuring the best performance of the vehicle under various road conditions. BRIEF DESCRIPTION OF DRAWINGS

[0046] The accompanying drawings, which are incorporated in and constitute a part of the 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 technical solutions in the embodiments of the present application or the prior art, the accompanying drawings needed to be used in the embodiments or prior art description will be briefly introduced as follows. Obviously, for those of ordinary skill in the art, other drawings can also be obtained based on these drawings without any creative effort.

[0048] Figure 1 The flowchart provided for the vehicle steering type detection method embodiment one of the present application;

[0049] Figure 2 The steering type analysis diagram provided for the vehicle steering type detection method embodiment one of the present application;

[0050] Figure 3 The flowchart provided for the vehicle steering type detection method embodiment two of the present application;

[0051] Figure 4 The vehicle force analysis diagram provided for the vehicle steering type detection method embodiment two of the present application;

[0052] Figure 5 The module structure diagram of the vehicle steering type detection device of the present application embodiment;

[0053] Figure 6 The device structure diagram of the hardware running environment involved in the vehicle steering type detection method in the present application embodiment.

[0054] The purpose implementation, functional features and advantages of the present application will be further described 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 solutions of the present application, the following will be described in detail in combination with the drawings in the specification and specific embodiments.

[0057] With the progress of automobile technology, the controllability and safety of vehicles become particularly important. The understeer degree of vehicles is divided into three types: neutral steering, understeer and oversteer, which has a significant impact on driving stability and safety. However, most of the cars are fixed in understeer degree when they are out of the factory, which is difficult to adapt to the changing road conditions, limiting the driving performance and safety. The traditional measurement method relies on fixed testing in specific sites, which lacks real-time and flexibility, and is difficult to cope with the changing conditions in actual driving, resulting in the safety and stability of the vehicle in complex environment being damaged.

[0058] The main solution of the embodiment of the present application is: first, the sensor monitors the side slip angle of the front wheel and the rear wheel in real time, and 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 it can be identified as understeering, neutral steering or oversteering. Finally, the steering type parameter is analyzed in real time, so that the driver or control system can quickly adjust the vehicle handling to adapt to different driving conditions.

[0059] It should be noted that the execution subject of the embodiment of the present application can 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 vehicle-mounted system is taken as an example to describe the embodiment and the following embodiments.

[0060] Based on this, the embodiment of the present application provides a vehicle steering type detection method, which refers to Figure 1 , Figure 1 The flowchart of the first embodiment of the vehicle steering type detection method of the present application is shown in the figure.

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

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

[0063] It should be noted that the front wheel side slip angle refers to the angle between the front wheel in the driving process and the actual driving direction of the vehicle, which reflects the degree of deviation of the front wheel from the driving direction of the vehicle due to steering. The side slip angle is usually used to evaluate the handling and stability of the vehicle. When the front wheel side slip angle is large, it may mean that the vehicle has a tendency of understeering or oversteering. The rear wheel side slip angle refers to the angle between the rear wheel in the driving process and the actual driving direction of the vehicle, which is similar to the front wheel side slip angle. The rear wheel side slip angle also reflects the deviation of the rear wheel from the driving direction of the vehicle. The side slip angle of the rear wheel will affect the stability and handling characteristics of the vehicle in some cases (such as drifting or steering).

[0064] It can be understood that obtaining the side slip angles of the front and rear wheels of the vehicle usually requires the use of sensors installed on the suspension or wheel parts of the vehicle, which can measure the degree of deviation between the actual running track of the wheel and the running direction of the vehicle. First, the lateral force acting on the wheel when turning is measured by a force sensor installed at the wheel or hub. Then, according to the measured lateral force, combined with the cornering stiffness of the tire, the side slip angle of the wheel, i.e. the angle between the wheel and the actual running direction of the vehicle, is calculated. For the front wheel, the side slip angle calculation 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 tire cornering stiffness. These data are processed and analyzed by the electronic control unit (ECU) of the vehicle, and finally the side slip angles of the front and rear wheels are obtained.

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

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

[0067] It can be understood that the step of calculating the steering type parameter according to the front wheel side slip angle and the rear wheel side slip angle first needs to obtain the real-time side slip angle data of the front and rear wheels. The front wheel side slip angle (α1) and the rear wheel side slip angle (α2) respectively represent the angle between the front wheel and the rear wheel and the running direction of the vehicle during turning. Next, the difference between the two angles is used to calculate the steering type parameter, which is usually represented as Δα = α1-α2.

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

[0069] Lateral acceleration refers to the acceleration component perpendicular to the vehicle's direction of travel during turning or driving, which reflects the magnitude of centrifugal force experienced by the vehicle during turning. It is commonly used to evaluate the handling performance and stability of the vehicle. A larger lateral acceleration indicates that the vehicle experiences a stronger centrifugal force during turning, which may affect the tire grip and thus the stability and safety of the vehicle. Vehicle wheelbase refers to the distance between the centers of the front and rear axles, which is one of the important geometric parameters of the vehicle and directly affects the stability, handling, and steering performance of the vehicle. Generally, a longer wheelbase can improve the stability of the vehicle, suitable for high-speed driving, while a shorter wheelbase can enhance the flexibility of the vehicle, suitable for urban driving and curve driving. By understanding the wheelbase, steering parameters can be better calculated and the suspension system of the vehicle can be adjusted.

[0070] The step of calculating the steering type parameter according to the front wheel side slip angle and the rear wheel side slip angle first needs to obtain the lateral acceleration and the wheelbase of the vehicle. Lateral acceleration refers to the acceleration caused by the centrifugal force experienced by the vehicle during turning, reflecting the dynamic state of the vehicle; while the wheelbase of the vehicle is the distance between the centers of the front and rear axles, which is an important geometric parameter affecting the stability of the vehicle. Next, the obtained front wheel side slip angle (α1) and rear wheel side slip angle (α2), lateral acceleration (a y ) and vehicle wheelbase (L) are substituted into the calculation formula of the stability factor, usually K = (α1-α2) / a y L. This stability factor K describes the steering characteristics of the vehicle, and by analyzing the positive and negative values of K, the steering state of the vehicle can be further determined. Finally, according to the calculated stability factor, the steering type parameter can be obtained, i.e. through the numerator part of the stability factor Δα = α1-α2 to evaluate whether the vehicle is in understeering, neutral steering or oversteering state. This process provides key data for real-time adjustment of vehicle handling performance and improvement of driving safety.

[0071] Please refer to Figure 2 , Figure 2 for the steering type analysis diagram provided by the first embodiment of the vehicle steering type detection method of the present application, which shows the relationship between the understeering degree (K) and the steering characteristics of the vehicle under different steering conditions. "Angle invariant" in the figure means that the steering angles of the front and rear wheels remain unchanged during turning of the vehicle, i.e. the steering angle of the vehicle does not change. "δ swThe steering wheel angle represents the steering angle input by the driver through the steering wheel. In the figure, "understeer", "neutral steer", and "oversteer" correspond to the steering characteristics of the vehicle at different K values: understeer: when the stability factor K is greater than 0, i.e. (α1-α2)>0, it means that the actual steering angle of the vehicle is smaller than the steering angle input by the driver through the steering wheel, causing the vehicle to tend to travel in a straight line rather than turning as intended by the driver, which is called understeer. Neutral steer: when the stability factor K is equal to 0, i.e. (α1-α2)=0, it means that the actual steering angle of the vehicle matches the steering angle input by the driver through the steering wheel, and the vehicle can turn as intended by the driver, which is called neutral steer. Oversteer: when the stability factor K is less than 0, i.e. (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 overreact to steering input, which is called oversteer. The K value in the figure is a key parameter for measuring the steering characteristics of the vehicle, which reflects the ratio of the difference between the front and rear wheel side slip angles of the vehicle to the lateral acceleration and wheelbase. By monitoring and adjusting the K value in real time, the steering characteristics of the vehicle can be optimized, improving the safety and comfort of driving.

[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 of the vehicle during steering, which is usually used to describe the handling performance of the vehicle during turning.

[0074] It can be understood that by comparing the steering type parameter with the preset threshold value, the steering characteristics of the vehicle can be determined, and if the steering type parameter reaches a certain numerical 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 understeer; when the steering type parameter is equal to the preset value, determining that the steering type is neutral steer; when the steering type parameter is less than the preset value, determining that the steering type is oversteer.

[0076] The preset value refers to a specific numerical value used to determine the steering type in system design or vehicle dynamic control, which is 0 in this embodiment. 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 difference in side slip angle exhibited by the vehicle under standard driving conditions, which is used to determine the handling characteristics of the vehicle. Understeer refers to a 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 straight. The driver needs to apply a larger steering wheel rotation to maintain the turning trajectory, which often makes the vehicle difficult to control when turning, and may cause understeer, increasing the risk of driving. Neutral steer refers to a 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 vehicle's steering response, which can effectively maintain stable driving. Oversteer refers to a situation where the rear wheel side slip angle is greater than the front wheel side slip angle when the vehicle is turning. This state will cause the vehicle to slide at the rear, and the driver needs to reduce the steering wheel rotation to prevent loss of control. Oversteer often increases the risk of vehicle loss of control, especially at high speed or on wet road conditions.

[0077] First, when the steering type parameter is greater than the preset value, it indicates that the front wheel side slip angle is significantly greater than the rear wheel side slip angle, and at this time the vehicle exhibits understeer, and the driver needs to apply a larger steering wheel rotation to maintain the turning trajectory, which is prone to cause the vehicle to tend to continue straight. Second, when the steering type parameter is equal to the preset value, it indicates that the front and rear wheel side slip angles are equal, and at this time the vehicle is in a neutral steering state, with good handling performance, and the driver's steering wheel rotation is basically consistent with the vehicle's steering response, which can smoothly turn. Finally, when the steering type parameter is less than the preset value, it indicates that the rear wheel side slip angle is greater than the front wheel side slip angle, and the vehicle exhibits oversteer, and the driver needs to reduce the steering wheel rotation to avoid the vehicle sliding at the rear, increasing the risk of loss of control. This judgment step provides a basis for real-time dynamic adjustment of vehicle handling performance, ensuring driving safety.

[0078] As an example, after the step of determining the steering type of the vehicle according to the steering type parameter, the method further comprises: adjusting the active suspension according to the steering type; the step of adjusting the active suspension according to the steering type comprises: when the road surface is wet and the steering type is over-steering, at least one of the following measures is taken: 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, at least one of the following measures is taken: increasing the hardness of the active suspension, increasing the damping coefficient of the active suspension, reducing the vehicle body height, and balancing the front and rear axle suspension hardness; 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, reducing the vehicle body height, and reducing the rear tire pressure, the first preset speed being greater than the second preset speed.

[0079] Wet road refers to the condition of a road surface being slippery due to rain, ice, snow, or other liquids, which reduces the vehicle's grip and increases the risk of skidding and loss of control. Front spring rate refers to the compression resistance of the spring in the front suspension, with higher rates indicating a stiffer suspension that compresses less under load. Front stabilizer bar rate refers to the resistance of the stabilizer bar (also known as anti-roll bar) in the front suspension to body roll under lateral forces, with higher rates indicating better stability during cornering. Rear spring rate refers to the compression resistance of the spring in the rear suspension, similar to the front spring rate, affecting the rear wheel's response to road changes. Rear stabilizer bar rate refers to the resistance of the stabilizer bar in the rear suspension to body roll under lateral forces, with higher rates indicating less body roll during cornering. First preset speed typically refers to a threshold for high-speed driving, such as 80 kilometers per hour (km / h) in some cases, above which the vehicle requires more stability adjustments. Active suspension stiffness refers to the overall compression resistance of the suspension system, determining the vehicle's response to road irregularities. Higher stiffness results in better suppression of road changes during driving. Damping coefficient refers to the resistance of the damper in the suspension system to motion, determining the speed of the suspension's reaction during compression and extension. A higher damping coefficient results in better absorption of bumps and improved stability. Ride height refers to the vertical distance from the vehicle's chassis to the ground, affecting the vehicle's center of gravity and handling performance. Lowering the ride height can lower the center of gravity and improve stability. Front and rear suspension stiffness refers to the compression resistance of the front and rear suspensions under load, affecting the vehicle's balance and driving stability. Second preset speed typically refers to a threshold for low-speed driving, such as 30 kilometers per hour (km / h) in some cases, below which the vehicle requires more flexible suspension adjustments. Front suspension stiffness refers to the compression resistance of the front suspension's spring and damper components, affecting the front wheel's response to road irregularities. Rear suspension stiffness refers to the compression resistance of the rear suspension's spring and damper components, affecting the rear wheel's response to road irregularities. Front suspension damping refers to the effectiveness of the damper in the front suspension, affecting the vehicle's comfort and stability on bumpy roads. Rear suspension damping refers to the effectiveness of the damper in the rear suspension, similar to front suspension damping, affecting the rear wheel's stability and comfort. Rear tire pressure refers to the gas pressure inside the rear tires, affecting the tire's grip and the vehicle's handling performance, with too low or too high pressure potentially causing safety hazards.

[0080] First, when the road surface is wet and the steering type is oversteering, it can cause the vehicle to slide at the rear, so measures need to be taken to increase the spring stiffness and stabilizer bar stiffness of the front wheels, or to 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 a first preset speed (for example, 80 km / h), in order to improve the 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, thereby improving the handling performance of the vehicle at high speed. Finally, when the vehicle speed is lower than a second preset speed (for example, 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 vehicle height, or reducing the rear tire pressure. This series of adjustment measures aims to dynamically optimize the performance of the suspension system according to the driving state and road conditions of the vehicle, in order to improve the overall driving safety and comfort.

[0081] The embodiment provides a vehicle steering type detection method, which acquires a front wheel side slip angle and a rear wheel side slip angle of a vehicle; calculates a steering type parameter according to the front wheel side slip angle and the rear wheel side slip angle; and obtains the steering type of the vehicle according to the steering type parameter. First, the front wheel side slip angle and the rear wheel side slip angle are acquired in real time through sensors. These angles (the front wheel side slip angle α1 and the rear wheel side slip angle α2) are key parameters for evaluating the steering state of the vehicle and can reflect the handling characteristics of the vehicle during turning. Then, the steering type parameter (Δα = α1-α2) is calculated according to these side slip angles. This parameter provides a basis for judging the steering behavior of the vehicle and can help identify whether the vehicle is in understeering, neutral steering or oversteering state. Finally, the steering type of the vehicle is judged in real time by analyzing the steering type parameter, so that the driver or the automatic control system can adjust the vehicle in time. The embodiment can acquire the steering type of the vehicle in real time, and then adjust the vehicle according to the steering type, thereby significantly improving the driving safety, optimizing the handling performance, enhancing the stability of the vehicle, and providing necessary information support for the automatic driving technology, and ensuring the best performance of the vehicle under various road conditions.

[0082] Based on the first embodiment of the present application, the same or similar contents as the above embodiment one can be referred to the above introduction, and will not be described in detail hereinafter. On this basis, please refer to Figure 3 , Figure 3 The flowchart of the second embodiment of the vehicle steering type detection method of the present application is shown in the figure. The steps S10 of the vehicle steering type detection method include steps S11-S14.

[0083] In step S11, the wheel side force, wheel rotation angle, front wheel side slip stiffness and rear wheel side slip stiffness of the vehicle are acquired.

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

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

[0086] As an example, the step of obtaining the lateral force of the wheel comprises at least one of: in the case that a pressure sensor is installed at the wheel hub bearing flange plate, measuring the lateral force of the wheel through the pressure sensor; in the case that the pressure sensor is installed at the wheel rim mounting flange, measuring the lateral force of the wheel through the pressure sensor; in the case that a pressure-sensitive conductive silicone rubber is installed at the vehicle triangular arm bushing, measuring the lateral force of the wheel through the pressure-sensitive conductive silicone rubber.

[0087] The wheel hub bearing flange is the part of the wheel where it connects to the axle, typically a flat surface on the hub. The flange is used to secure the tire and provide support. Installing a pressure sensor at this location allows for real-time measurement of the lateral force on the wheel. A pressure sensor is a device that can sense and measure changes in pressure, often converting the pressure into an electrical signal. When monitoring the lateral force on the wheel, it measures the frictional force between the tire and the ground during cornering or acceleration, providing real-time data for vehicle dynamics analysis. The lateral force on the wheel is the horizontal frictional force between the wheel and the ground during cornering or acceleration. The magnitude and direction of the lateral force have a significant impact on the handling stability and steering characteristics of the vehicle. The wheel rim mounting flange is the edge of the wheel rim where it contacts the tire. Installing a pressure sensor at this location allows for measurement of the changes in the tire under lateral force. The vehicle's tri-link bushing is the connection point of the tri-link (lower control arm) in the suspension system, often containing a bushing to allow for some movement. A sensor installed here can monitor the deformation of the wheel under lateral force, indirectly measuring the lateral force. Pressure-sensitive conductive silicone rubber is a material with pressure-sensitive properties, with its electrical conductivity changing with the applied pressure. When measuring the lateral force on the wheel, it can reflect the lateral force by monitoring the change in its electrical conductivity, providing reliable data support.

[0088] First, a pressure sensor can be installed at the wheel hub bearing flange, which allows for real-time measurement of the lateral force between the wheel and the ground during cornering or acceleration, ensuring the accuracy of the data. Second, another method is to install a pressure sensor at the flange of the wheel rim, which can also obtain lateral force data, further enhancing the reliability of the measurement. Finally, pressure-sensitive conductive silicone rubber can be installed at the tri-link (lower control arm) bushing of the vehicle. The electrical conductivity of this material changes with the applied lateral force, allowing indirect measurement of the lateral force on the wheel. Through these different positions and methods of sensors, comprehensive lateral force data of the wheel can be obtained, providing important support for vehicle dynamic performance analysis and control.

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

[0090] It should be noted that the front wheel lateral force refers to the horizontal frictional force between the front wheel and the ground during cornering or acceleration. This lateral force is very important for the front wheel, as it affects the handling and steering response of the vehicle. The magnitude of the front wheel lateral force directly relates to the stability and grip of the vehicle during cornering. The rear wheel lateral force refers to the horizontal frictional force between the rear wheel and the ground under the same conditions. The rear wheel lateral force also plays an important role in the overall handling characteristics of the vehicle, especially at high speeds or sharp turns, affecting the stability and steering behavior of the rear of the vehicle.

[0091] It can be understood that the front wheel side force and the rear wheel side force are first calculated by the acquired wheel side force data in combination with the dynamic model and structural characteristics of the vehicle. Specifically, the wheel side force is determined by the speed of the vehicle, the turning radius, and the grip of the wheel, and thus needs to be accurately allocated according to the geometric parameters of the vehicle and the load distribution of each wheel. By analyzing the load change and the side force transmission mechanism of the front and rear wheels of the vehicle during turning, the total side force can be decomposed into the side forces of the front and rear wheels using a formula or a numerical method. This calculation not only helps to understand the working state of each wheel during steering, but also provides necessary data support for subsequent dynamic control and vehicle stability optimization, ensuring the best handling performance of the vehicle under different driving conditions.

[0092] As an example, the wheel side force includes a left front wheel side force, a right front wheel side force, a left rear wheel side force, and a right rear wheel side force, and the step of calculating the front wheel side force and the rear wheel side force according to the wheel side force includes: calculating the front wheel side force according to the left front wheel side force and the right front wheel side force; and calculating the rear wheel side force according to the left rear wheel side force and the right rear wheel side force.

[0093] The left front wheel side force refers to the lateral friction force generated between the left front wheel of the vehicle and the ground during turning or acceleration, which reflects the contribution of the left front wheel to the handling of the vehicle and affects the steering and stability of the vehicle. The right front wheel side force refers to the lateral friction force generated between the right front wheel of the vehicle and the ground under the same conditions, which also plays an important role in the steering characteristics and stability of the vehicle, especially when the vehicle is turning, the difference in side force between the left and right front wheels can affect the driving trajectory of the vehicle. The left rear wheel side force refers to the lateral friction force generated between the left rear wheel of the vehicle and the ground during turning or acceleration, which affects the stability of the rear of the vehicle, especially at high speed or sharp turning. The right rear wheel side force refers to the lateral friction force generated between the right rear wheel of the vehicle and the ground under the same conditions, which interacts with the left rear wheel side force and affects the handling and stability of the overall vehicle.

[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Let F be the lateral forces of the left front, right front, left rear, and right rear wheels, respectively. Y1 F is the lateral force on the front wheel. Y2 This is the lateral force on the rear wheel.

[0097] First, the components of the wheel lateral forces are identified, including the lateral forces of the left front wheel, right front wheel, left rear wheel, and right rear wheel. Next, the front wheel lateral forces are calculated by adding the lateral forces of the left and right front wheels. This process takes into account the different lateral forces experienced by the left and right front wheels during cornering or acceleration to accurately reflect the overall lateral force characteristics of the front wheels. Then, similarly, the lateral forces of the left and right rear wheels are added to obtain the rear wheel lateral forces. Through this decomposition and calculation, lateral force data for both front and rear wheels can be obtained, providing crucial information for analyzing the vehicle's handling performance under different dynamic conditions. This data plays a key role in optimizing vehicle stability and improving driving safety.

[0098] Step S13: Calculate the front wheel slip angle based on the front wheel lateral force, the wheel rotation angle, and the front wheel lateral 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 F is the lateral force on the front wheel. Y2 δ represents the lateral force of the rear wheel, δ represents the wheel rotation angle, and k1 and k2 represent the lateral stiffness of the front and rear tires, respectively.

[0100] Understandably, the process begins by collecting data on the lateral force, wheel angle, and front wheel slip stiffness of the front wheels. This data is then used in a specific formula to calculate the front wheel slip angle. Specifically, the lateral force is first divided by the front wheel slip stiffness to obtain the slip angle. Next, based on the wheel angle, this is combined with the lateral force, and the calculation is adjusted to ensure the slip angle accurately reflects actual driving conditions. This method allows for real-time monitoring of the front wheels' dynamic performance, helping to assess the vehicle's handling characteristics under different steering conditions. By calculating the front wheel slip angle, a better understanding of the vehicle's behavior during cornering can be achieved, providing data support for subsequent dynamic control and tuning, ultimately improving the vehicle's handling stability and safety.

[0101] Step S14: Calculate the rear wheel slip angle based on the rear wheel lateral force, the wheel rotation angle, and the rear wheel slip stiffness.

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

[0103] Please refer to Figure 4 , Figure 4 The figure shows the geometric parameters and force conditions of the vehicle. In the figure, "a" represents the distance from the front wheel of the vehicle to the center of mass (C.m.) of the vehicle, and "b" represents the distance from the rear wheel of the vehicle to the center of mass of the vehicle. These two parameters are part of the wheelbase of the vehicle and are crucial to the stability and handling of the vehicle. "L" represents the wheelbase of the vehicle, which is the straight-line distance from the front wheel axle to the rear wheel axle. It affects the stability and handling balance of the vehicle when turning. The longer the wheelbase, the more stable the vehicle is usually at high speed, but some agility may be sacrificed. "F y1 " and "F y2 " represent the lateral forces acting on the front and rear axles of the vehicle, respectively. These lateral forces are generated by the friction between the tires and the road surface and are the main driving force when the vehicle turns. The front wheel lateral force "F y1 " includes the sum of the lateral forces of the left and right front wheels, while the rear wheel lateral force "F y2 " includes the sum of the lateral forces of the left and right rear wheels. According to tire force analysis, F Y1 cosδ / k1, F Y2 = α2k2. Therefore, we have: (F Y1 cosδ / k1-F Y2 / k2) > 0, the vehicle is understeer; (F Y1 cosδ / k1-F Y2 / k2) = 0, the vehicle is neutral steering; (F Y1 cosδ / k1-F Y2 / k2)<0, the vehicle is understeering, δ is the wheel angle, and k1 and k2 are the side stiffness of the front and rear tires. The "0" in the figure represents the center of mass of the vehicle, which is the center of weight distribution and plays a decisive role in the handling and stability of the vehicle. During a turn, the center of mass of the vehicle is subjected to centrifugal force, affecting the roll and steering characteristics of the vehicle. "Δa" generally represents the steering angle of the wheels, which is the angle of deflection of the wheels relative to the direction of travel of the vehicle. This angle is crucial for measuring the steering response and understeering of the vehicle. "C.m." represents the center of mass of the vehicle, which is the center of weight distribution and plays a core role in the dynamic balance of the vehicle. Through the interaction of these parameters, the understeering of the vehicle can be calculated, and 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 understeering, neutral steering, or oversteering. This analysis is crucial for the optimization of vehicle design and dynamic performance, helping to improve the handling and safety of the vehicle.

[0104] The embodiment obtains the wheel side force, wheel angle, front wheel side stiffness, and rear wheel side stiffness of the vehicle. The front wheel side force and rear wheel side force are calculated based on the wheel side force. The front wheel side slip angle is calculated based on the front wheel side force, wheel angle, and front wheel side stiffness. The rear wheel side slip angle is calculated based on the rear wheel side force, wheel angle, and rear wheel side stiffness. First, the wheel side force, wheel angle, front wheel side stiffness, and rear wheel side stiffness of the vehicle are obtained, which are the basis for analyzing the dynamic performance of the vehicle. By measuring the wheel side force, the friction between the wheel and the ground during turning or acceleration can be understood. The wheel angle reflects the steering intention of the driver, while the side stiffness of the front and rear wheels represents the reaction ability of the tire to lateral force. Next, the front wheel side force and rear wheel side force are calculated based on the wheel side force, which allows for a more detailed analysis of the performance of the left and right wheels and provides more accurate vehicle handling information. Then, the front wheel side slip angle is calculated using the front wheel side force, wheel angle, and front wheel side stiffness, which is crucial for evaluating the dynamic characteristics of the vehicle during turning. Finally, the rear wheel side slip angle is calculated using the rear wheel side force, wheel angle, and rear wheel side stiffness, providing a comprehensive understanding of 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 design of the suspension and steering system of the vehicle, improve the handling stability and safety, and ultimately provide a better handling experience for the driver.

[0105] It should be noted that the above examples are for understanding the present application and do not limit the detection method of the vehicle steering type of the present application. Further simple modifications based on this technical concept are within the scope of protection of the present application.

[0106] The application also provides a vehicle steering type detection device, which comprises Figure 5 , and the vehicle steering type detection device comprises:

[0107] a data acquisition module 10, configured to acquire a front wheel side slip angle and a rear wheel side slip angle of a vehicle;

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

[0109] a detection result module 30, configured to obtain a steering type of the vehicle according to the steering type parameter.

[0110] In an embodiment, the data acquisition module 10 is further configured to acquire a wheel side force, a wheel rotation angle, a front wheel side slip stiffness and a rear wheel side slip stiffness of the vehicle; calculate a front wheel side force and a rear wheel side force according to the wheel side force; calculate the front wheel side slip angle according to the front wheel side force, the wheel rotation angle and the front wheel side slip stiffness; and calculate the rear wheel side slip angle according to the rear wheel side force, the wheel rotation angle and the rear wheel side slip stiffness.

[0111] In an embodiment, the data acquisition module 10 is further configured to measure the wheel side force by a pressure sensor installed at a wheel hub bearing flange plate, measure the wheel side force by the pressure sensor installed at a wheel rim mounting flange, or measure the wheel side force by a pressure-sensitive conductive silicone rubber installed at a vehicle triangular arm bushing.

[0112] In an embodiment, the data acquisition module 10 is further configured to calculate the front wheel side force according to a left front wheel side force and a right front wheel side force; and calculate the rear wheel side force according to a left rear wheel side force and a right rear wheel side force.

[0113] The detection result module 30 is further configured to adjust the active suspension according to the steering type; the step of adjusting the active suspension according to the steering type comprises: when the road surface is wet and the steering type is over-steering, at least one of the following measures is taken: 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, at least one of the following measures is taken: increasing the hardness of the active suspension, increasing the damping coefficient of the active suspension, reducing the vehicle body height, and balancing the front and rear suspension hardness; 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, reducing the vehicle body height, and reducing the rear tire pressure, the first preset speed being greater than the second preset speed.

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

[0115] In an embodiment, the detection result module 30 is further configured to determine that the steering type of the vehicle is under-steering when the steering type parameter is greater than a preset value; determine that the steering type is neutral steering when the steering type parameter is equal to the preset value; and determine that the steering type is over-steering when the steering type parameter is less than the preset value.

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

[0117] The present application provides a vehicle steering type detection device, which comprises at least one processor and a memory in communication connection with 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 to enable the at least one processor to perform the vehicle steering type detection method in the above embodiment one.

[0118] Reference will be made to the following Figure 6The diagram illustrates a structural schematic of a vehicle steering type detection device suitable for implementing embodiments of this application. The vehicle steering type detection device in this application may include, but is not limited to, mobile terminals such as mobile phones, laptops, digital radio receivers, PDAs (Personal Digital Assistants), PADs (Portable Application Description), PMPs (Portable Media Players), in-vehicle terminals (e.g., in-vehicle navigation terminals), and fixed terminals such as digital TVs and desktop computers. Figure 6 The vehicle steering type detection device shown is merely an example and should not impose any limitation on the functionality and scope of use of the embodiments of this application.

[0119] like Figure 6 As shown, a vehicle steering detection device may include a processing unit 1001 (e.g., a central processing unit, a graphics processing unit, etc.) that can perform various appropriate actions and processes according to a program stored in a read-only memory (ROM) 1002 or a program loaded from a storage device 1003 into a random access memory (RAM) 1004. The RAM 1004 also stores various programs and data required for the operation of the vehicle steering detection device. The processing unit 1001, ROM 1002, and RAM 1004 are interconnected via a bus 1005. An input / output (I / O) interface 1006 is also connected to the bus. Typically, the following systems can be connected to the I / O interface 1006: input devices 1007 including, for example, a touchscreen, touchpad, keyboard, mouse, image sensor, microphone, accelerometer, gyroscope, etc.; output devices 1008 including, for example, a liquid crystal display (LCD), speaker, vibrator, etc.; storage devices 1003 including, for example, magnetic tape, hard disk, etc.; and communication devices 1009. Communication device 1009 allows vehicle steering type detection equipment to communicate wirelessly or wiredly with other equipment to exchange data. Although vehicle steering type detection equipment with various systems is shown in the figures, it should be understood that implementation or possession of all the systems shown is not required. More or fewer systems may be implemented alternatively.

[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 comprising a computer program carried on a computer readable medium, the computer program containing program codes for executing the method shown in the flowchart. In such embodiments, the computer program can be downloaded and installed from a network through a communication device, or installed from the storage device 1003, or installed from the ROM 1002. When the computer program is executed by the processing device 1001, the above-mentioned functions defined in the method of the embodiments disclosed in the present application are executed.

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

[0122] It should be understood that parts of the present application can be realized by hardware, software, firmware or a combination thereof. In the description of the above-mentioned 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 can easily think of changes or replacements within the technical scope disclosed in the present application, which should be covered within the protection scope of the present application. Therefore, the protection scope of the present application should be subject to the protection scope of the claims.

[0124] The present application provides a computer readable storage medium having stored thereon computer readable program instructions (i.e. computer program) for executing the vehicle turning type detection method in the above-mentioned embodiments.

[0125] The computer readable storage medium provided in the present application may, for example, be a U disk, but is not limited to an electric, magnetic, optical, electromagnetic, infrared, or semiconductor system, system, or device, or any combination of the above. More specific examples of the computer readable storage medium can include, but are not limited to, an electric connection with one or more conductive 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 the present embodiment, the computer readable storage medium can be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, system, or device. The program code contained on the computer readable storage medium can be transmitted by any suitable medium, including but not limited to an electric wire, an optical cable, an RF (Radio Frequency), etc., or any suitable combination of the above.

[0126] The above computer readable storage medium can be included in a vehicle steering type detection device, or can exist separately without being assembled into the vehicle steering type detection device.

[0127] The above computer readable storage medium carries one or more programs, which, when executed by the vehicle steering type detection device, cause the vehicle steering type detection device to: acquire a front wheel side slip angle and a rear wheel side slip angle of a vehicle; calculate a steering type parameter according to the front wheel side slip angle and the rear wheel side slip angle; and obtain the steering type of the vehicle according to the steering type parameter.

[0128] Computer program code for carrying out operations of the present application can be written in any combination of one or more programming languages, including an object oriented programming language such as Java, Smalltalk, C++ or the like and conventional procedural programming languages, such as the "C" programming language or similar programming languages. The program code can execute entirely on the user's computer, partly on the user's computer, as a stand-alone software package, partly on the user's computer and partly on a remote computer or entirely on the remote computer or server. In the latter scenario, the remote computer can 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 the connection can be made to an external computer (for example, through the Internet using an Internet Service Provider).

[0129] The computer program instructions can also be loaded onto a computer, other programmable data processing apparatus, or other devices to cause a series of operational steps to be performed on the computer, other programmable apparatus or other devices to produce a computer implemented process such that the instructions which execute on the computer or other programmable apparatus provide processes for implementing the functions / acts specified in the flowchart and / or block diagram block or blocks.

[0130] The modules involved in the embodiments of the present application can be implemented in software or hardware. In some cases, the names of the modules do not constitute a limitation on the modules themselves.

[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 vehicle turning type detection method described above, and can solve the technical problem of how to obtain the vehicle turning type in real time. Compared with the prior art, the computer readable storage medium provided by the present application has the same beneficial effects as the vehicle turning type detection method provided by the above-mentioned embodiments, which will not be repeated here.

[0132] The application further provides a computer program product comprising a computer program which, when executed by a processor, implements the steps of the vehicle turning type detection method as described above.

[0133] The computer program product provided by the application can solve the technical problem of how to obtain the vehicle turning type in real time. Compared with the prior art, the computer program product provided by the application has the same beneficial effects as the vehicle turning type detection method provided by the above-mentioned embodiments, and will not be described here.

[0134] The above only describes some embodiments of the application, and does not limit the patent scope of the application. Any equivalent structural transformation, direct / indirect application in other related technical fields, or direct / indirect application in other related technical fields based on the technical concept of the application and the content of the specification and drawings are included in the patent protection scope of the application.

Claims

1. A method of detecting a steering type of a vehicle, characterized by, The method comprises: obtaining a front wheel side slip angle and a rear wheel side slip angle of a vehicle; calculating a steering type parameter according to a difference between the front wheel side slip angle and the rear wheel side slip angle; obtaining a steering type of the vehicle according to the steering type parameter; the step of obtaining the front wheel side slip angle and the rear wheel side slip angle of the vehicle comprises: obtaining a wheel side force, a wheel rotation angle, a front wheel side stiffness and a rear wheel side stiffness of the vehicle; calculating a front wheel side force and a rear wheel side force according to the wheel side force; calculating the front wheel side slip angle according to the front wheel side force, the wheel rotation angle and the front wheel side stiffness; According to the rear wheel side force, the wheel angle and the rear wheel cornering stiffness, a rear wheel cornering angle is calculated, wherein α1=F Y1 cosδ / k1, α2=F Y2 cosδ / k2, α1 is a front wheel cornering angle, α2 is a rear wheel cornering angle, F Y1 is a front wheel side force, F Y2 is a rear wheel side force, δ is a wheel angle, k1 and k2 are front and rear tire cornering stiffnesses; the step of judging 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 understeer; 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 oversteer.

2. The method of claim 1, wherein, the step of obtaining the wheel side force comprises at least one of: when a pressure sensor is installed at a wheel hub bearing flange plate, measuring the wheel side force by the pressure sensor; when the pressure sensor is installed at a wheel rim mounting flange, measuring the wheel side force by the pressure sensor; when a pressure sensitive conductive silicone rubber is installed at a vehicle triangular arm bushing, measuring the wheel side force by the pressure sensitive conductive silicone rubber.

3. The method of claim 1, wherein, the wheel side force comprises a left front wheel side force, a right front wheel side force, a left rear wheel side force and a right rear wheel side force, and the step of calculating the front wheel side force and the rear wheel side force according to the wheel side force comprises: calculating the front wheel side force according to the left front wheel side force and the right front wheel side force; calculating the rear wheel side force according to the left rear wheel side force and the right rear wheel side force.

4. The method of claim 1, wherein, after the step of judging the steering type of the vehicle according to the steering type parameter, the method further comprises: adjusting an active suspension according to the steering type; the step of adjusting the active suspension according to the steering type comprises: when the road surface is wet and the steering type is oversteer, at least one of increasing a front wheel spring stiffness, increasing a front wheel stabilizer bar stiffness, decreasing a rear wheel spring stiffness and decreasing a rear wheel stabilizer bar stiffness is adopted; when a vehicle speed is greater than a first preset speed, at least one of increasing a hardness of the active suspension, increasing a damping coefficient of the active suspension, lowering a vehicle body height and balancing a front and rear axle suspension hardness is adopted, the first preset speed being greater than a second preset speed; when the vehicle speed is less than the second preset speed, at least one of decreasing a front suspension hardness, increasing a rear suspension hardness, decreasing a front suspension damping, increasing a rear suspension damping, lowering the vehicle body height and lowering a rear tire pressure is adopted.

5. The method of claim 1, wherein, the step of calculating the steering type parameter according to the front wheel side slip angle and the rear wheel side slip angle comprises: obtaining a lateral acceleration and a wheelbase of the vehicle; A stability factor is calculated according to the front wheel side slip angle, the rear wheel side slip angle, the lateral acceleration and the wheel base of the vehicle; A steering type parameter is calculated according to the stability factor.

6. A vehicle steering type detection device characterized by comprising: The device comprises: a data acquisition module configured to acquire a front wheel side slip angle and a rear wheel side slip angle of a vehicle; the data acquisition module is further configured to acquire a wheel lateral force, a wheel rotation angle, a front wheel side slip stiffness and a rear wheel side slip stiffness of the vehicle; a front wheel lateral force and a rear wheel lateral force are calculated according to the wheel lateral force; a front wheel side slip angle is calculated according to the front wheel lateral force, the wheel rotation angle and the front wheel side slip stiffness; A rear wheel side slip angle is calculated based on the rear wheel side force, the wheel angle, and the rear wheel cornering stiffness, where α1=F Y1 cosδ / k1, α2=F Y2 cosδ / k2, α1 is a front wheel side slip angle, α2 is a rear wheel side slip angle, F Y1 is a front wheel side force, F Y2 is a rear wheel side force, δ is a wheel angle, and k1 and k2 are front and rear tire cornering stiffnesses; a data processing module is configured to calculate a steering type parameter according to a difference between the front wheel side slip angle and the rear wheel side slip angle; a detection result module is configured to calculate a steering type of the vehicle according to the steering type parameter; the step of calculating 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 of the vehicle is neutral steering; when the steering type parameter is less than the preset value, determining that the steering type of the vehicle is oversteering.

7. A vehicle steering type detection apparatus characterized by comprising: The device comprises a memory, a processor and a computer program stored on the memory and executable on the processor, the computer program being configured to implement the steps of the vehicle steering type detection method according to any one of claims 1 to 5.

8. A storage medium, characterized by The storage medium is a computer readable storage medium, and the storage medium stores a computer program, and the computer program is executed by the processor to implement the steps of the vehicle steering type detection method according to any one of claims 1 to 5.

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