Steering processing method of three-axle vehicle, electronic equipment and storage medium

Abstract

The invention provides a steering processing method for a three-axle vehicle, electronic equipment and a storage medium, and the method comprises the steps: determining a first association relationship corresponding to a low-speed driving state according to each initial first vehicle speed, each initial first front wheel steering angle and each initial first rear wheel steering angle of the three-axle vehicle in the low-speed driving state; according to the reference vehicle model, the real vehicle model, the second vehicle speeds and the second front wheel turning angles of the three-axle vehicle in the medium-high speed driving state, a second incidence relation corresponding to the medium-high speed driving state is determined; according to the first incidence relation and the second incidence relation, a transition incidence relation is determined, and the transition incidence relation is used for indicating the mapping relation among the vehicle speed, the front wheel turning angle and the rear wheel turning angle used in the process that the three-axle vehicle is switched from the low-speed running state to the medium-high-speed running state; and obtaining a target association relationship according to the transition association relationship, and performing steering control on the three-axle vehicle based on the target association relationship. And the drivability of the three-axle vehicle is improved.

Description

Technical Field

[0001] The present application relates to the field of automobile steering technology, and in particular to a steering processing method, electronic equipment and storage medium for a three-axle vehicle. Background Art

[0002] With the rapid development of automobile technology and the continuous improvement of people's living standards, three-axle vehicles are used more and more widely in the market. In order to improve the trafficability of three-axle vehicles, the research on the steering structure of three-axle vehicles is becoming more and more important.

[0003] In the prior art, the dual-axle steering structure of a three-axle vehicle can achieve a relatively good balance between cost and performance, but the control method used by the dual-axle steering structure at low speed is different from the control method used at medium and high speeds, resulting in poor passability of the three-axle vehicle when transitioning from low speed to medium and high speeds. Summary of the invention

[0004] The purpose of the present application is to provide a steering processing method, electronic device and storage medium for a three-axle vehicle in order to improve the accuracy of the steering processing of the three-axle vehicle in view of the deficiencies in the above-mentioned prior art.

[0005] To achieve the above purpose, the technical solution adopted in the embodiment of the present application is as follows:

[0006] In a first aspect, an embodiment of the present application provides a steering processing method for a three-axle vehicle, the method comprising:

[0007] According to each initial first vehicle speed, each initial first front wheel turning angle, and each initial first rear wheel turning angle of the three-axle vehicle in the low-speed driving state, determining a first association relationship corresponding to the low-speed driving state, wherein the first association relationship is used to indicate a mapping relationship between the first vehicle speed, the first front wheel turning angle, and the first rear wheel turning angle;

[0008] Determine a second association relationship corresponding to the medium-high speed driving state according to the reference vehicle model, the real vehicle model, each second vehicle speed and each second front wheel turning angle of the three-axle vehicle in the medium-high speed driving state, wherein the second association relationship is used to indicate a mapping relationship between the second vehicle speed, the second front wheel turning angle and the second rear wheel turning angle;

[0009] Determine a transitional association relationship according to the first association relationship and the second association relationship, wherein the transitional association relationship is used to indicate a mapping relationship between the vehicle speed, the front wheel steering angle, and the rear wheel steering angle used in a process in which the three-axle vehicle switches from the low-speed driving state to the medium-high-speed driving state;

[0010] According to the transition association relationship, the first association relationship is updated to obtain a target association relationship, and the three-axle vehicle is steered based on the target association relationship.

[0011] Optionally, determining the first association relationship corresponding to the low-speed driving state according to each initial first vehicle speed, each initial first front wheel turning angle, and each initial first rear wheel turning angle of the three-axle vehicle in the low-speed driving state includes:

[0012] Obtaining multiple sets of tire slip angles according to each of the initial first vehicle speeds, each of the initial first front wheel turning angles, and each of the initial first rear wheel turning angles;

[0013] The first association relationship is determined according to the multiple groups of tire slip angles.

[0014] Optionally, determining the second association relationship corresponding to the medium-high speed driving state according to the reference vehicle model, the real vehicle model, each second vehicle speed and each second front wheel turning angle of the three-axle vehicle in the medium-high speed driving state includes:

[0015] Inputting each of the second vehicle speeds and each of the second front wheel turning angles into the reference vehicle model, and obtaining, through the real vehicle model, second rear wheel turning angles corresponding to each of the second vehicle speeds and each of the second front wheel turning angles;

[0016] The second association relationship is determined according to each of the second vehicle speeds, each of the second front wheel turning angles, and each of the second rear wheel turning angles.

[0017] Optionally, the inputting each of the second vehicle speeds and each of the second front wheel turning angles into the reference vehicle model, and obtaining, via the real vehicle model, each of the second vehicle speeds and each of the second rear wheel turning angles corresponding to the second vehicle speeds and each of the second front wheel turning angles, comprises:

[0018] Inputting each of the second vehicle speeds and each of the second front wheel turning angles into the reference vehicle model for calculation, to obtain an expected yaw rate gain corresponding to each of the second vehicle speeds and each of the second front wheel turning angles;

[0019] The desired yaw rate gains and the second front wheel turning angles are input into the real vehicle model for calculation to obtain the second rear wheel turning angles.

[0020] Optionally, the inputting each of the second vehicle speeds and each of the second front wheel turning angles into the reference vehicle model for calculation to obtain the expected yaw rate gains corresponding to each of the second vehicle speeds and each of the second front wheel turning angles includes:

[0021] Determine a first parameter, a second parameter, a third parameter, and a fourth parameter according to a calibrated front wheel stiffness, a calibrated middle wheel stiffness, a calibrated rear wheel stiffness, a calibrated vehicle mass, a first distance from a calibrated front wheel to a center of mass of a reference vehicle model, a second distance from a calibrated middle wheel to a reference vehicle model, a third distance from a calibrated rear wheel to a reference vehicle model, the second vehicle speed, and a calibrated yaw inertia of the reference vehicle model;

[0022] Determining a first value according to a calibrated front wheel stiffness, a calibrated vehicle mass, and the second vehicle speed in the reference vehicle model;

[0023] Determining a second value according to a calibrated rear wheel stiffness in the reference vehicle model, a first distance from a calibrated front wheel to a center of mass of the reference vehicle model, and the calibrated yaw inertia;

[0024] The desired yaw rate gain is determined according to the first parameter, the second parameter, the third parameter, the fourth parameter, the first value, and the second value.

[0025] Optionally, the inputting each of the desired yaw rate gains and each of the second front wheel turning angles into the real vehicle model for calculation to obtain each of the second rear wheel turning angles includes:

[0026] Determine a fifth parameter and a sixth parameter according to a preset rear wheel stiffness, a preset vehicle mass, the second vehicle speed, a preset third distance from the rear wheel to the real vehicle model, and a preset yaw inertia of the real vehicle model in the real vehicle model;

[0027] According to the preset front wheel stiffness, the preset middle wheel stiffness, the preset rear wheel stiffness, the preset vehicle mass, the preset first distance from the front wheel to the center of mass of the reference vehicle model, the preset second distance from the middle wheel to the reference vehicle model, the preset third distance from the rear wheel to the reference vehicle model, the second vehicle speed, and the preset yaw inertia of the real vehicle model, respectively determine the seventh parameter, the eighth parameter, the ninth parameter, and the tenth parameter;

[0028] Determine a third value according to the preset front wheel stiffness, the preset vehicle mass and the second vehicle speed in the real vehicle model, and determine a fourth value according to the preset rear wheel stiffness, the preset first distance from the front wheel to the center of mass of the real vehicle model and the preset yaw inertia in the real vehicle model;

[0029] determining a fifth value according to the desired yaw rate gain, the second front wheel turning angle, a fifth parameter, a sixth parameter, a seventh parameter, an eighth parameter, a ninth parameter and a tenth parameter;

[0030] The product of the fifth value and the second front wheel turning angle is used as the second rear wheel turning angle.

[0031] Optionally, determining a transitional association relationship according to the first association relationship and the second association relationship includes:

[0032] determining a transition speed interval according to the speed interval corresponding to the first association relationship and the speed interval corresponding to the second association relationship;

[0033] Based on the first vehicle speeds, the first front wheel turning angles, the first rear wheel turning angles in the first association relationship, and the second vehicle speeds, the second front wheel turning angles, the second rear wheel turning angles in the second association relationship and the speed values ​​in the transition speed interval, linear interpolation processing is performed to obtain the transition association relationship corresponding to the transition speed interval.

[0034] Optionally, updating the first association relationship according to the transition association relationship to obtain a target association relationship includes:

[0035] Each vehicle speed, each front wheel turning angle, each rear wheel turning angle in the transition association relationship, and each first vehicle speed, each first front wheel turning angle, each first rear wheel turning angle in the first association relationship are fused and optimized to obtain the target association relationship.

[0036] In a second aspect, an embodiment of the present application further provides a steering processing device for a three-axle vehicle, the device comprising:

[0037] a first determining module, configured to determine a first association relationship corresponding to the low-speed driving state according to each initial first vehicle speed, each initial first front wheel turning angle, and each initial first rear wheel turning angle of the three-axle vehicle in the low-speed driving state, wherein the first association relationship is used to indicate a mapping relationship between the first vehicle speed, the first front wheel turning angle, and the first rear wheel turning angle;

[0038] a second determination module, for determining a second association relationship corresponding to the medium-high speed driving state according to the reference vehicle model, the real vehicle model, each second vehicle speed and each second front wheel turning angle of the three-axle vehicle in the medium-high speed driving state, wherein the second association relationship is used to indicate a mapping relationship between the second vehicle speed, the second front wheel turning angle and the second rear wheel turning angle;

[0039] a third determining module, configured to determine a transitional association relationship according to the first association relationship and the second association relationship, wherein the transitional association relationship is used to indicate a mapping relationship between a vehicle speed, a front wheel steering angle, and a rear wheel steering angle used in a process in which the three-axle vehicle switches from the low-speed driving state to the medium-high-speed driving state;

[0040] An updating module is used to update the first association relationship according to the transition association relationship to obtain a target association relationship, and perform steering control on the three-axle vehicle based on the target association relationship.

[0041] Optionally, the first determining module is specifically configured to:

[0042] Obtaining multiple sets of tire slip angles according to each of the initial first vehicle speeds, each of the initial first front wheel turning angles, and each of the initial first rear wheel turning angles;

[0043] The first association relationship is determined according to the multiple groups of tire slip angles.

[0044] Optionally, the second determining module is specifically configured to:

[0045] Inputting each of the second vehicle speeds and each of the second front wheel turning angles into the reference vehicle model, and obtaining, through the real vehicle model, second rear wheel turning angles corresponding to each of the second vehicle speeds and each of the second front wheel turning angles;

[0046] The second association relationship is determined according to each of the second vehicle speeds, each of the second front wheel turning angles, and each of the second rear wheel turning angles.

[0047] Optionally, the second determining module is specifically configured to:

[0048] Inputting each of the second vehicle speeds and each of the second front wheel turning angles into the reference vehicle model for calculation, to obtain an expected yaw rate gain corresponding to each of the second vehicle speeds and each of the second front wheel turning angles;

[0049] The desired yaw rate gains and the second front wheel turning angles are input into the real vehicle model for calculation to obtain the second rear wheel turning angles.

[0050] Optionally, the second determining module is specifically configured to:

[0051] Determine a first parameter, a second parameter, a third parameter, and a fourth parameter according to a calibrated front wheel stiffness, a calibrated middle wheel stiffness, a calibrated rear wheel stiffness, a calibrated vehicle mass, a first distance from a calibrated front wheel to a center of mass of a reference vehicle model, a second distance from a calibrated middle wheel to a reference vehicle model, a third distance from a calibrated rear wheel to a reference vehicle model, the second vehicle speed, and a calibrated yaw inertia of the reference vehicle model;

[0052] Determining a first value according to a calibrated front wheel stiffness, a calibrated vehicle mass, and the second vehicle speed in the reference vehicle model;

[0053] Determining a second value according to a calibrated rear wheel stiffness in the reference vehicle model, a first distance from a calibrated front wheel to a center of mass of the reference vehicle model, and the calibrated yaw inertia;

[0054] The desired yaw rate gain is determined according to the first parameter, the second parameter, the third parameter, the fourth parameter, the first value, and the second value.

[0055] Optionally, the second determining module is specifically configured to:

[0056] Determine a fifth parameter and a sixth parameter according to a preset rear wheel stiffness, a preset vehicle mass, the second vehicle speed, a preset third distance from the rear wheel to the real vehicle model, and a preset yaw inertia of the real vehicle model in the real vehicle model;

[0057] According to the preset front wheel stiffness, the preset middle wheel stiffness, the preset rear wheel stiffness, the preset vehicle mass, the preset first distance from the front wheel to the center of mass of the reference vehicle model, the preset second distance from the middle wheel to the reference vehicle model, the preset third distance from the rear wheel to the reference vehicle model, the second vehicle speed, and the preset yaw inertia of the real vehicle model, respectively determine the seventh parameter, the eighth parameter, the ninth parameter, and the tenth parameter;

[0058] Determine a third value according to the preset front wheel stiffness, the preset vehicle mass and the second vehicle speed in the real vehicle model, and determine a fourth value according to the preset rear wheel stiffness, the preset first distance from the front wheel to the center of mass of the real vehicle model and the preset yaw inertia in the real vehicle model;

[0059] determining a fifth value according to the desired yaw rate gain, the second front wheel turning angle, a fifth parameter, a sixth parameter, a seventh parameter, an eighth parameter, a ninth parameter and a tenth parameter;

[0060] The product of the fifth value and the second front wheel turning angle is used as the second rear wheel turning angle.

[0061] Optionally, the third determining module is specifically configured to:

[0062] determining a transition speed interval according to the speed interval corresponding to the first association relationship and the speed interval corresponding to the second association relationship;

[0063] Based on the first vehicle speeds, the first front wheel turning angles, the first rear wheel turning angles in the first association relationship, and the second vehicle speeds, the second front wheel turning angles, the second rear wheel turning angles in the second association relationship and the speed values ​​in the transition speed interval, linear interpolation processing is performed to obtain the transition association relationship corresponding to the transition speed interval.

[0064] Optionally, the update module is specifically used to:

[0065] Each vehicle speed, each front wheel turning angle, each rear wheel turning angle in the transition association relationship, and each first vehicle speed, each first front wheel turning angle, each first rear wheel turning angle in the first association relationship are fused and optimized to obtain the target association relationship.

[0066] In a third aspect, an embodiment of the present application further provides an electronic device, comprising: a processor, a storage medium and a bus, wherein the storage medium stores program instructions executable by the processor, and when an application is running, the processor communicates with the storage medium via the bus, and the processor executes the program instructions to execute the steps of the steering processing method for a three-axle vehicle described in the first aspect above.

[0067] In a fourth aspect, an embodiment of the present application further provides a computer-readable storage medium having a computer program stored thereon, wherein the computer program is read and executes the steps of the steering processing method for a three-axle vehicle described in the first aspect above.

[0068] The beneficial effects of this application are:

[0069] The present application provides a steering processing method, electronic device and storage medium for a three-axle vehicle. After determining a first association relationship corresponding to a low-speed driving state and a second association relationship corresponding to a medium-high speed driving state, and determining a transition association relationship based on the first association relationship and the second association relationship, a transition mapping relationship in the process of switching from a low-speed state to a medium-high speed state can be obtained, and the first association relationship is updated according to the transition association relationship to obtain a target association relationship. Steering control can be performed based on the target association relationship at different speeds of the three-axle vehicle, so that the three-axle vehicle can smoothly transition from a low-speed state to a medium-high speed state, thereby improving the drivability of the three-axle vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0070] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings required for use in the embodiments will be briefly introduced below. It should be understood that the following drawings only show certain embodiments of the present application and therefore should not be regarded as limiting the scope. For ordinary technicians in this field, other related drawings can be obtained based on these drawings without paying creative work.

[0071] Figure 1 A schematic flow chart of a first steering processing method for a three-axle vehicle provided in an embodiment of the present application;

[0072] Figure 2 A schematic flow chart of a second steering processing method for a three-axle vehicle improved in an embodiment of the present application;

[0073] Figure 3A schematic flow chart of a third steering processing method for a three-axle vehicle provided in an embodiment of the present application;

[0074] Figure 4 A schematic flow chart of a fourth steering processing method for a three-axle vehicle provided in an embodiment of the present application;

[0075] Figure 5 A schematic flow chart of a fifth steering processing method for a three-axle vehicle provided in an embodiment of the present application;

[0076] Figure 6 A schematic flow chart of a sixth steering processing method for a three-axle vehicle provided in an embodiment of the present application;

[0077] Figure 7 A schematic flow chart of a seventh steering processing method for a three-axle vehicle provided in an embodiment of the present application;

[0078] Figure 8 A schematic diagram of a device for a steering processing method for a three-axle vehicle provided in an embodiment of the present application;

[0079] Fig. 9 A structural block diagram of an electronic device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0080] To make the purpose, technical scheme and advantages of the embodiments of the present application clearer, the technical scheme in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. It should be understood that the drawings in the present application only serve the purpose of explanation and description and are not used to limit the scope of protection of the present application. In addition, it should be understood that the schematic drawings are not drawn in real proportion. The flowchart used in this application shows the operations implemented according to some embodiments of the present application. It should be understood that the operations of the flowchart can be implemented out of sequence, and the steps without logical context can be reversed in order or implemented simultaneously. In addition, those skilled in the art can add one or more other operations to the flowchart under the guidance of the content of the present application, or remove one or more operations from the flowchart.

[0081] In addition, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments. The components of the embodiments of the present application described and shown in the drawings here can be arranged and designed in various configurations. Therefore, the following detailed description of the embodiments of the present application provided in the drawings is not intended to limit the scope of the application claimed for protection, but merely represents the selected embodiments of the present application. Based on the embodiments of the present application, all other embodiments obtained by those skilled in the art without making creative work belong to the scope of protection of the present application.

[0082] It should be noted that the term "comprising" will be used in the embodiments of the present application to indicate the existence of the features declared thereafter, but does not exclude the addition of other features.

[0083] The three-axle vehicle in the dual-axle steering structure uses a tire wear control strategy at low speeds and a driving characteristic adjustment control strategy at medium and high speeds. These are two different control strategies, but the existing dual-axle steering structure cannot smoothly transition from the low-speed tire wear control strategy to the medium and high-speed driving characteristic adjustment strategy, resulting in poor passability of the three-axle vehicle when transitioning from low speed to medium and high speeds.

[0084] Optionally, the steering processing method for a three-axle vehicle provided in the embodiment of the present application is applied to an electronic device, which may be a terminal device with computing and display capabilities, such as a mobile phone, a tablet computer, a laptop computer, a PDA, a desktop computer, or a server. Specifically, it may be applied to an application program in a terminal device, such as an APP (application, mobile phone software) of a mobile phone, an application system on a computer, etc.

[0085] The specific implementation process of the steering process of a three-axle vehicle provided in the embodiment of the present application is explained in detail below.

[0086] Figure 1 The first embodiment of the present application provides a schematic flow chart of a steering processing method for a three-axle vehicle, wherein the execution subject of the method is the aforementioned electronic device. Figure 1 As shown, the method includes:

[0087] S101. Determine a first association relationship corresponding to a low-speed driving state according to each initial first vehicle speed, each initial first front wheel turning angle, and each initial first rear wheel turning angle of a three-axle vehicle in a low-speed driving state.

[0088] Optionally, a three-axle vehicle may include front wheels, middle wheels and rear wheels. In a dual-axle steering structure, a steering structure in which steering wheels are arranged on the front wheels and the rear wheels may be taken as an example, that is, the middle wheels do not steer.

[0089] The first association relationship may refer to a mapping relationship among a first vehicle speed, a first front wheel angle, and a first rear wheel angle. Specifically, it may be a relationship between a first rear wheel angle and a first vehicle speed, that is, a set of first front wheel angle and first vehicle speed corresponds to a first rear wheel angle. The first association relationship may include a plurality of mapping relationships among the first front wheel angle, the first vehicle speed, and the first rear wheel angle.

[0090] Optionally, the first association relationship may be represented in the form of a mapping table, or in the form of a mapping graph, or in other ways.

[0091] Optionally, the steering control of the three-axle vehicle at low speed mainly considers the tire wear of the three-axle vehicle, and the steering of the three-axle vehicle can be controlled according to the first association relationship at low speed. f1 When the first vehicle speed V1 is known, the first rear wheel turning angle δ corresponding to the first front wheel turning angle and the first vehicle speed can be determined according to the first association relationship. r1 , then based on the first front wheel turning angle δ f1 , the first vehicle speed V1 and the first rear wheel turning angle δ r1 To control the steering of a three-axle vehicle.

[0092] Optionally, the speed corresponding to the low-speed driving state can be expressed by [0, Vmin], that is, the first vehicle speed is any speed between [0, Vmin], and Vmin can be set according to actual needs.

[0093] S102, determining a second association relationship corresponding to the medium-high speed driving state according to the reference vehicle model, the actual vehicle model, each second vehicle speed and each second front wheel turning angle of the three-axle vehicle in the medium-high speed driving state.

[0094] The reference vehicle model is a standard vehicle model of various types of three-axle vehicles. The type of the reference vehicle model can be changed by changing the calibration parameters of the reference vehicle model. The real vehicle model is obtained by simulating a real vehicle. One real vehicle model corresponds to one type of real vehicle, for example, real vehicle model 1 corresponds to a three-axle vehicle of type 1, real vehicle model 2 corresponds to a three-axle vehicle of type 2, and real vehicle model 3 corresponds to a three-axle vehicle of type 3. If the target vehicle needs to be steered, the calibration parameters of the reference vehicle model are adjusted to the same parameters as those of the target vehicle, and the type of the real vehicle model is selected to be a real vehicle model of the same type as the target vehicle.

[0095] The second association relationship may be used to indicate the mapping relationship between the second vehicle speed, the second front wheel angle, and the second rear wheel angle. Specifically, it may be the relationship between the second rear wheel angle and the second vehicle speed, that is, the second front wheel angle and the second vehicle speed in one set of data correspond to one second rear wheel angle. The second association relationship may include the mapping relationship between the second front wheel angle, the second vehicle speed, and the second rear wheel angle in multiple sets of data.

[0096] Optionally, the second association relationship may be represented in the form of a mapping table, or in the form of a mapping graph, or in other ways, which are not limited here.

[0097] Optionally, the steering control of the three-axle vehicle at a medium-high speed driving state mainly considers the drivability of the three-axle vehicle, and the steering of the three-axle vehicle can be controlled according to the second association relationship at a medium-high speed driving state. f2 When the second vehicle speed V2 is known, the second front wheel turning angle δ can be determined according to the second association relationship. f2 The second rear wheel turning angle δ corresponding to the second vehicle speed V2 r2 , then based on the second front wheel turning angle δ f2 , the second vehicle speed V2 and the second rear wheel turning angle δ r2 To control the steering of a three-axle vehicle.

[0098] Optionally, the speed corresponding to the medium-high speed driving state can be expressed by [Vmax, Vcmax], that is, the second vehicle speed is any speed between [Vmax, Vcmax].

[0099] S103: Determine a transitional association relationship according to the first association relationship and the second association relationship.

[0100] The transition association relationship may be used to indicate a mapping relationship between the vehicle speed, the front wheel steering angle, and the rear wheel steering angle used when a three-axle vehicle switches from a low-speed driving state to a medium-high-speed driving state.

[0101] Optionally, the driving speed corresponding to the transition association relationship may be [Vmin, Vmax], and the steering control of the three-axle vehicle may be performed when the vehicle speed is [Vmin, Vmax] according to the transition association relationship.

[0102] S104, updating the first association relationship according to the transition association relationship to obtain a target association relationship, and performing steering control on the three-axle vehicle based on the target association relationship.

[0103] Optionally, the obtained target association relationship includes a transition association relationship, so that the steering control of the three-axle vehicle can be performed based on the target association relationship.

[0104] In this embodiment, after determining the first association relationship corresponding to the low-speed driving state and the second association relationship corresponding to the medium-high speed driving state, and determining the transition association relationship based on the first association relationship and the second association relationship, a transition mapping relationship in the process of switching from the low-speed state to the medium-high speed state can be obtained, and the first association relationship is updated according to the transition association relationship to obtain a target association relationship. Steering control can be performed based on the target association relationship at different speeds of the three-axle vehicle, so that the three-axle vehicle can smoothly transition from the low-speed state to the medium-high speed state, thereby improving the drivability of the three-axle vehicle.

[0105] Figure 2 A schematic flow chart of a second steering processing method for a three-axle vehicle improved in an embodiment of the present application is shown as follows: Figure 2 As shown, in the above S101, determining the first association relationship corresponding to the low-speed driving state according to each initial first vehicle speed, each initial first front wheel turning angle, and each initial first rear wheel turning angle of the three-axle vehicle in the low-speed driving state may include:

[0106] S201. Obtain multiple sets of tire slip angles according to each initial first vehicle speed, each initial first front wheel turning angle, and each initial first rear wheel turning angle.

[0107] Specifically, a set of initial first vehicle speed and initial first front wheel turning angle and an initial first rear wheel turning angle corresponding to the initial first vehicle speed and the initial first front wheel turning angle can be a set of initial data. The set of initial data is input into the three-axis vehicle motion model, and a set of tire slip angles corresponding to the set of initial data is obtained by the following formula (1) and the following formula (2), wherein the set of tire slip angles includes a front wheel slip angle, a middle wheel slip angle and a rear wheel slip angle.

[0108]

[0109] Where m is the mass of the three-axis vehicle motion model, V x is the initial first vehicle speed, δ f , δ m , δ r are the initial first front wheel turning angle, the initial first middle wheel turning angle, and the initial first rear wheel turning angle respectively; δ m =0,α f , α m , α r They are the front wheel slip angle, middle wheel slip angle, and rear wheel slip angle respectively; l a , l b , l c are the distance from the front wheel to the mass center of the three-axis vehicle motion model, the distance from the middle wheel to the mass center of the three-axis vehicle motion model, and the distance from the rear wheel to the mass center of the three-axis vehicle motion model; k f , k m , k r They are the front wheel stiffness, middle wheel stiffness and rear wheel stiffness in the three-axis vehicle motion model.

[0110]

[0111] Among them, L1 is the distance between the front wheel and the middle wheel in the three-axis vehicle motion model, and L2 is the distance between the front wheel and the rear wheel in the three-axis vehicle motion model.

[0112] Optionally, the tire side slip angle α corresponding to each set of initial data can be obtained according to the above formula (I) and formula (II): f , α m , α r .

[0113] S202: Determine a first correlation relationship according to multiple groups of tire slip angles.

[0114] Optionally, each set of tire slip angles may be evaluated to obtain evaluation results, each set of target tire slip angles whose evaluation results do not exceed a preset threshold value is selected, and the mapping relationship between the initial first vehicle speed, the initial first front wheel turning angle, and the initial first rear wheel turning angle corresponding to each set of target tire slip angles is added to the first association relationship. Then, the mapping relationships between the initial first vehicle speed, the initial first front wheel turning angle, and the initial first rear wheel turning angle corresponding to multiple sets of target tire slip angles are merged into the first association relationship.

[0115] Figure 3 A schematic diagram of a flow chart of a third steering processing method for a three-axle vehicle provided in an embodiment of the present application, such as Figure 3 As shown, in the above S102, determining the second association relationship corresponding to the medium-high speed driving state according to the reference vehicle model, the real vehicle model, each second vehicle speed and each second front wheel turning angle of the three-axle vehicle in the medium-high speed driving state may include:

[0116] S301, input each second vehicle speed and each second front wheel turning angle into a reference vehicle model, and obtain each second vehicle speed and each second rear wheel turning angle corresponding to each second front wheel turning angle through a real vehicle model.

[0117] Optionally, the calibration parameters in the reference vehicle model can be adjusted to the parameters required by the target vehicle, which is the vehicle that needs to be steered. The calibration parameters may include the distance from the center of mass to the front wheel, the distance from the front wheel to the rear wheel, the vehicle mass, the tire stiffness, the vehicle yaw inertia and other parameters, which can be used to change the calculation parameters in the reference vehicle model.

[0118] S302: Determine a second association relationship according to each second vehicle speed, each second front wheel turning angle, and each second rear wheel turning angle.

[0119] Optionally, if a set of data includes a second vehicle speed and a second front wheel angle, and a second rear wheel angle corresponding to the second vehicle speed and the second front wheel angle, then there is a mapping relationship between the second vehicle speed, the second front wheel angle and the second rear wheel angle in the set of data, then the mapping relationships between the second vehicle speed, the second front wheel angle and the second rear wheel angle in multiple sets of data can be merged into the second mapping relationship.

[0120] Exemplarily, the first set of data includes the second front wheel turning angle δ f21, the second vehicle speed V21 and the second rear wheel turning angle δ r21 , the second set of data includes the second front wheel turning angle δ f22 , the second vehicle speed V22 and the second rear wheel turning angle δ r22 , the third set of data contains the second front wheel turning angle δ f23 , the second vehicle speed V23 and the second rear wheel turning angle δ r23 , and so on, the nth group of data contains the second front wheel turning angle δ f2n , the second vehicle speed V2n and the second rear wheel turning angle δ r2n The mapping relationship among the second vehicle speed, the second front wheel turning angle, and the second rear wheel turning angle in the n sets of data is merged into a second association relationship.

[0121] Figure 4 A schematic diagram of a fourth steering processing method for a three-axle vehicle provided in an embodiment of the present application is shown in FIG. Figure 4 As shown, in the above S301, each second vehicle speed and each second front wheel turning angle are input into the reference vehicle model, and the second rear wheel turning angle corresponding to each second vehicle speed and each second front wheel turning angle is obtained through the real vehicle model, which may include:

[0122] S401. Input each second vehicle speed and each second front wheel turning angle into a reference vehicle model for calculation to obtain an expected yaw rate gain corresponding to each second vehicle speed and each second front wheel turning angle.

[0123] Exemplarily, the second front wheel turning angle δ in the first set of data is f21 , the second vehicle speed V21 is input into the reference vehicle model to calculate and obtain the second front wheel turning angle δ f21 and the expected yaw rate gain h1 corresponding to the second vehicle speed V21; the second front wheel turning angle δ in the second set of data f22 , the second vehicle speed V22 is input into the reference vehicle model to calculate and obtain the second front wheel turning angle δ f22 And the expected yaw rate gain h2 corresponding to the second vehicle speed V22.

[0124] S402: Input each desired yaw rate gain and each second front wheel turning angle into the real vehicle model for calculation to obtain each second rear wheel turning angle.

[0125] For example, the desired yaw rate gain h1 and the second front wheel turning angle δ corresponding to the desired yaw angle are f21 Input into the real vehicle model to calculate and obtain the second rear wheel turning angle δ r21 , the desired yaw rate gain h2 and the second front wheel turning angle δ corresponding to the desired yaw angle f22 Input into the real vehicle model to calculate and obtain the second rear wheel turning angle δ r22 , and so on.

[0126] Figure 5 A schematic diagram of a fifth steering processing method for a three-axle vehicle provided in an embodiment of the present application is shown in FIG. Figure 5 As shown, in S401, each second vehicle speed and each second front wheel turning angle are input into the reference vehicle model for calculation to obtain the expected yaw rate gain corresponding to each second vehicle speed and each second front wheel turning angle, which may include:

[0127] S501. Determine a first parameter, a second parameter, a third parameter, and a fourth parameter according to a calibrated front wheel stiffness, a calibrated middle wheel stiffness, a calibrated rear wheel stiffness, a calibrated vehicle mass, a first distance from a calibrated front wheel to the center of mass of the reference vehicle model, a second distance from a calibrated middle wheel to the reference vehicle model, a third distance from a calibrated rear wheel to the reference vehicle model, a second vehicle speed, and a calibrated yaw moment of inertia of the reference vehicle model.

[0128] Specifically, the first parameter can use a 11 Indicates that the second parameter can use a 12 To indicate that the third parameter can use a 21 To indicate that the fourth parameter can use a 22 To express.

[0129] Specifically, it can be obtained by the following formula (III).

[0130]

[0131] Among them, k f1 , k m1 , k r1 are the calibrated front wheel stiffness, calibrated middle wheel stiffness, and calibrated rear wheel stiffness in the reference vehicle model, m1 is the calibrated vehicle mass of the reference vehicle model, v is the second vehicle speed, l a1 is the first distance from the calibrated front wheel in the reference vehicle model to the center of mass of the reference vehicle model, l b1 is the second distance from the calibration wheel in the reference vehicle model to the reference vehicle model, l c1 is the third distance from the calibrated rear wheel in the reference vehicle model to the reference vehicle model, I z1 is the calibrated yaw inertia of the reference vehicle model.

[0132] S502: Determine a first value according to a calibrated front wheel stiffness, a calibrated vehicle mass, and a second vehicle speed in a reference vehicle model.

[0133] The first value can be represented by F1. Specifically,

[0134] S503: Determine a second value according to a calibrated rear wheel stiffness in the reference vehicle model, a first distance from a calibrated front wheel to the center of mass of the reference vehicle model, and a calibrated yaw inertia.

[0135] The second value can be represented by F2. Specifically,

[0136] S504 , determining a desired yaw rate gain according to the first parameter, the second parameter, the third parameter, the fourth parameter, the first value, and the second value.

[0137] The expected yaw rate gain can be expressed as h. Specifically,

[0138] It is worth noting that S501 to S504 are the process of calculating the expected yaw rate gain corresponding to one set of second vehicle speeds and second front wheel steering angles, and the process of calculating the expected yaw rate gain corresponding to other sets of second vehicle speeds and second front wheel steering angles is similar.

[0139] Figure 6 A schematic diagram of a sixth steering processing method for a three-axle vehicle provided in an embodiment of the present application is shown in FIG. Figure 6 As shown, in the above S402, each desired yaw rate gain is input into the real vehicle model for calculation to obtain each second rear wheel turning angle, which may include:

[0140] S601. Determine a fifth parameter and a sixth parameter according to a preset rear wheel stiffness in the actual vehicle model, a preset vehicle mass, a second vehicle speed, a preset third distance from the rear wheel to the reference vehicle model, and a preset yaw inertia of the actual vehicle model.

[0141] The fifth parameter can be b 12 To indicate that the sixth parameter can be expressed as b 22 To express, specifically,

[0142] Among them, k r2 is the preset rear wheel stiffness, m2 is the preset vehicle mass, v is the second vehicle speed, l c2 is the third distance from the preset rear wheel in the real car model to the reference car model, I z2 is the preset yaw moment of inertia.

[0143] S602. Determine the seventh parameter, the eighth parameter, the ninth parameter and the tenth parameter according to the preset front wheel stiffness, the preset middle wheel stiffness, the preset rear wheel stiffness, the preset vehicle mass, the preset first distance from the front wheel to the center of mass of the reference vehicle model, the preset second distance from the middle wheel to the reference vehicle model, the preset third distance from the rear wheel to the reference vehicle model, the second vehicle speed, and the preset yaw inertia of the real vehicle model.

[0144] Specifically, the seventh parameter can use a 111 Indicates that the eighth parameter can use a121 To indicate that the ninth parameter can be a 211 To indicate that the tenth parameter can be a 221 To express.

[0145] Specifically, it can be obtained by the following formula (IV).

[0146]

[0147] Among them, k f2 , k m2 , k r2 are the preset front wheel stiffness, preset middle wheel stiffness, and preset rear wheel stiffness in the real vehicle model, m2 is the preset vehicle mass of the real vehicle model, v is the second vehicle speed, l a2 is the first distance from the preset front wheel in the real vehicle model to the center of mass of the real vehicle model, l b2 is the second distance from the preset middle wheel in the real vehicle model to the real vehicle model, l c2 is the third distance from the preset rear wheel in the real car model to the reference car model, I z2 It is the preset yaw inertia of the actual vehicle.

[0148] S603. Determine a third value based on the preset front wheel stiffness, the preset vehicle mass and the second vehicle speed in the actual vehicle model, and determine a fourth value based on the preset rear wheel stiffness, the preset first distance from the front wheel to the center of mass of the actual vehicle model and the preset yaw inertia.

[0149] The third value can be expressed as F 11 To express, specifically, The fourth value can be used F 21 To express, specifically,

[0150] S604: Determine a fifth value according to the desired yaw rate gain, the second front wheel turning angle, the fifth parameter, the sixth parameter, the seventh parameter, the eighth parameter, the ninth parameter and the tenth parameter.

[0151] Specifically, the fifth numerical value can be obtained using the following formula (5).

[0152]

[0153] Wherein, h is the expected yaw rate gain corresponding to each set of the second vehicle speed and the second front wheel steering angle, and other parameters are explained in the foregoing and will not be described in detail here.

[0154] S605: taking the product of the fifth value and the second front wheel turning angle as the second rear wheel turning angle.

[0155] Specifically, δ r =K13 δ f Among them, δ r The second rear wheel turning angle

[0156] It is worth noting that the above S601 to S605 are the process of determining a second rear wheel turning angle corresponding to a set of second vehicle speeds and a second front wheel turning angle, and the process of determining the second rear wheel turning angle corresponding to other sets of second vehicle speeds and second front wheel turning angles is similar.

[0157] Figure 7 A flow chart of a seventh steering processing method for a three-axle vehicle provided in an embodiment of the present application is shown as follows: Figure 7 As shown, determining the transitional association relationship according to the first association relationship and the second association relationship in the above S103 may include:

[0158] S701 : Determine a transition speed interval according to a speed interval corresponding to a first association relationship and a speed interval corresponding to a second association relationship.

[0159] Optionally, the transition speed interval is the missing speed interval between the speed interval corresponding to the first association relationship and the speed interval corresponding to the second association relationship. Specifically, the speed interval corresponding to the first association relationship is [0, Vmin], and the speed interval corresponding to the second association relationship is [Vmax, Vcmax], then the transition speed interval is [Vmin, Vmax].

[0160] S702. Perform linear interpolation processing based on each first vehicle speed, each first front wheel angle, each first rear wheel angle in the first association relationship, each second vehicle speed, each second front wheel angle, each second rear wheel angle in the second association relationship, and speed values ​​in the past interval to obtain a transition association relationship corresponding to the transition speed interval.

[0161] Optionally, a two-dimensional linear interpolation algorithm may be used to obtain the transition association relationship corresponding to the transition speed interval, or the transition association relationship may be obtained by using algorithms such as Hermite, cubic spline interpolation, and adjacent point interpolation.

[0162] Optionally, the updating of the first association relationship according to the transition association relationship to obtain the target association relationship may include:

[0163] Optionally, each vehicle speed, each front wheel turning angle, each rear wheel turning angle in the transition association relationship, and each first vehicle speed, each first front wheel turning angle, each first rear wheel turning angle in the first association relationship are fused and optimized to obtain a target association relationship.

[0164] Figure 8 A schematic diagram of a device for a steering processing method for a three-axle vehicle provided in an embodiment of the present application, such as Figure 8 As shown, the device comprises:

[0165] A first determining module 801 is used to determine a first association relationship corresponding to the low-speed driving state according to each initial first vehicle speed, each initial first front wheel steering angle, and each initial first rear wheel steering angle of the three-axle vehicle in the low-speed driving state, wherein the first association relationship is used to indicate a mapping relationship between the first vehicle speed, the first front wheel steering angle, and the first rear wheel steering angle;

[0166] A second determining module 802 is used to determine a second association relationship corresponding to the medium-high speed driving state according to the reference vehicle model, the real vehicle model, each second vehicle speed and each second front wheel turning angle of the three-axle vehicle in the medium-high speed driving state, wherein the second association relationship is used to indicate a mapping relationship between the second vehicle speed, the second front wheel turning angle and the second rear wheel turning angle;

[0167] A third determining module 803 is used to determine a transitional association relationship according to the first association relationship and the second association relationship, wherein the transitional association relationship is used to indicate a mapping relationship between the vehicle speed, the front wheel steering angle, and the rear wheel steering angle used in a process in which the three-axle vehicle switches from the low-speed driving state to the medium-high-speed driving state;

[0168] The updating module 804 is used to update the first association relationship according to the transition association relationship to obtain a target association relationship, and perform steering control on the three-axle vehicle based on the target association relationship.

[0169] Optionally, the first determining module 801 is specifically configured to:

[0170] Obtaining multiple sets of tire slip angles according to each of the initial first vehicle speeds, each of the initial first front wheel turning angles, and each of the initial first rear wheel turning angles;

[0171] The first association relationship is determined according to the multiple groups of tire slip angles.

[0172] Optionally, the second determining module 802 is specifically configured to:

[0173] Inputting each of the second vehicle speeds and each of the second front wheel turning angles into the reference vehicle model, and obtaining, through the real vehicle model, second rear wheel turning angles corresponding to each of the second vehicle speeds and each of the second front wheel turning angles;

[0174] The second association relationship is determined according to each of the second vehicle speeds, each of the second front wheel turning angles, and each of the second rear wheel turning angles.

[0175] Optionally, the second determining module 802 is specifically configured to:

[0176] Inputting each of the second vehicle speeds and each of the second front wheel turning angles into the reference vehicle model for calculation, to obtain an expected yaw rate gain corresponding to each of the second vehicle speeds and each of the second front wheel turning angles;

[0177] The desired yaw rate gains and the second front wheel turning angles are input into the real vehicle model for calculation to obtain the second rear wheel turning angles.

[0178] Optionally, the second determining module 802 is specifically configured to:

[0179] Determine a first parameter, a second parameter, a third parameter, and a fourth parameter according to a calibrated front wheel stiffness, a calibrated middle wheel stiffness, a calibrated rear wheel stiffness, a calibrated vehicle mass, a first distance from a calibrated front wheel to a center of mass of a reference vehicle model, a second distance from a calibrated middle wheel to a reference vehicle model, a third distance from a calibrated rear wheel to a reference vehicle model, the second vehicle speed, and a calibrated yaw inertia of the reference vehicle model;

[0180] Determining a first value according to a calibrated front wheel stiffness, a calibrated vehicle mass, and the second vehicle speed in the reference vehicle model;

[0181] Determining a second value according to a calibrated rear wheel stiffness in the reference vehicle model, a first distance from a calibrated front wheel to a center of mass of the reference vehicle model, and the calibrated yaw inertia;

[0182] The desired yaw rate gain is determined according to the first parameter, the second parameter, the third parameter, the fourth parameter, the first value, and the second value.

[0183] Optionally, the second determining module 802 is specifically configured to:

[0184] Determine a fifth parameter and a sixth parameter according to a preset rear wheel stiffness, a preset vehicle mass, the second vehicle speed, a preset third distance from the rear wheel to the real vehicle model, and a preset yaw inertia of the real vehicle model in the real vehicle model;

[0185] According to the preset front wheel stiffness, the preset middle wheel stiffness, the preset rear wheel stiffness, the preset vehicle mass, the preset first distance from the front wheel to the center of mass of the reference vehicle model, the preset second distance from the middle wheel to the reference vehicle model, the preset third distance from the rear wheel to the reference vehicle model, the second vehicle speed, and the preset yaw inertia of the real vehicle model, respectively determine the seventh parameter, the eighth parameter, the ninth parameter, and the tenth parameter;

[0186] Determine a third value according to the preset front wheel stiffness, the preset vehicle mass and the second vehicle speed in the real vehicle model, and determine a fourth value according to the preset rear wheel stiffness, the preset first distance from the front wheel to the center of mass of the real vehicle model and the preset yaw inertia in the real vehicle model;

[0187] determining a fifth value according to the desired yaw rate gain, the second front wheel turning angle, a fifth parameter, a sixth parameter, a seventh parameter, an eighth parameter, a ninth parameter and a tenth parameter;

[0188] The product of the fifth value and the second front wheel turning angle is used as the second rear wheel turning angle.

[0189] Optionally, the third determining module 803 is specifically configured to:

[0190] determining a transition speed interval according to the speed interval corresponding to the first association relationship and the speed interval corresponding to the second association relationship;

[0191] Based on the first vehicle speeds, the first front wheel turning angles, the first rear wheel turning angles in the first association relationship, and the second vehicle speeds, the second front wheel turning angles, the second rear wheel turning angles in the second association relationship and the speed values ​​in the transition speed interval, linear interpolation processing is performed to obtain the transition association relationship corresponding to the transition speed interval.

[0192] Optionally, the updating module 804 is specifically configured to:

[0193] Each vehicle speed, each front wheel turning angle, each rear wheel turning angle in the transition association relationship, and each first vehicle speed, each first front wheel turning angle, each first rear wheel turning angle in the first association relationship are fused and optimized to obtain the target association relationship.

[0194] Fig. 9 This is a structural block diagram of an electronic device provided in an embodiment of the present application. Fig. 9 As shown, the electronic device may include: a processor 901 and a memory 902 .

[0195] Optionally, a bus 903 may also be included, wherein the memory 902 is used to store machine-readable instructions executable by the processor 901. When the electronic device 900 is running, the processor 901 communicates with the memory 902 through the bus 903. When the machine-readable instructions are executed by the processor 901, the method steps in the above method embodiment are performed.

[0196] The embodiment of the present application further provides a computer-readable storage medium having a computer program stored thereon. When the computer program is executed by a processor, the method steps of the above-mentioned steering processing method embodiment for a three-axle vehicle are executed.

[0197] Those skilled in the art can clearly understand that, for the convenience and simplicity of description, the specific working process of the system and device described above can refer to the corresponding process in the method embodiment, and will not be repeated in this application. In the several embodiments provided in this application, it should be understood that the disclosed system, device and method can be implemented in other ways. The device embodiments described above are merely schematic. For example, the division of the modules is only a logical function division. There may be other division methods in actual implementation. For example, multiple modules or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some communication interfaces, indirect coupling or communication connection of devices or modules, which can be electrical, mechanical or other forms.

[0198] In addition, each functional unit in each embodiment of the present application can be integrated into a processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. If the function is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present application is essentially or the part that contributes to the prior art or the part of the technical solution can be embodied in the form of a software product, and the computer software product is stored in a storage medium, including several instructions to enable a computer device (which can be a personal computer, a server, or a network device, etc.) to perform all or part of the steps of the method described in each embodiment of the present application. The aforementioned storage medium includes: U disk, mobile hard disk, read-only memory (ROM, Read-Only Memory), random access memory (RAM, RandomAccess Memory), disk or optical disk and other media that can store program code.

[0199] The above are only specific implementation methods of the present application, but the protection scope of the present application is not limited thereto. Any technician familiar with the technical field can easily think of changes or substitutions within the technical scope disclosed in the present application, which should be covered by the protection scope of the present application.

Claims

1. A steering processing method for a three-axle vehicle, characterized in that: The method comprises: According to each initial first vehicle speed, each initial first front wheel turning angle, and each initial first rear wheel turning angle of the three-axle vehicle in the low-speed driving state, determining a first association relationship corresponding to the low-speed driving state, wherein the first association relationship is used to indicate a mapping relationship between the first vehicle speed, the first front wheel turning angle, and the first rear wheel turning angle; Determine a second association relationship corresponding to the medium-high speed driving state according to the reference vehicle model, the real vehicle model, each second vehicle speed and each second front wheel turning angle of the three-axle vehicle in the medium-high speed driving state, wherein the second association relationship is used to indicate a mapping relationship between the second vehicle speed, the second front wheel turning angle and the second rear wheel turning angle; Determine a transitional association relationship according to the first association relationship and the second association relationship, wherein the transitional association relationship is used to indicate a mapping relationship between the vehicle speed, the front wheel steering angle, and the rear wheel steering angle used in a process in which the three-axle vehicle switches from the low-speed driving state to the medium-high-speed driving state; According to the transition association relationship, the first association relationship is updated to obtain a target association relationship, and the three-axle vehicle is steered based on the target association relationship.

2. The steering processing method for a three-axle vehicle according to claim 1, characterized in that: The determining of the first association relationship corresponding to the low-speed driving state according to each initial first vehicle speed, each initial first front wheel turning angle, and each initial first rear wheel turning angle of the three-axle vehicle in the low-speed driving state includes: Obtaining multiple sets of tire slip angles according to each of the initial first vehicle speeds, each of the initial first front wheel turning angles, and each of the initial first rear wheel turning angles; The first association relationship is determined according to the multiple groups of tire slip angles.

3. The steering processing method for a three-axle vehicle according to claim 1, characterized in that: Determining the second association relationship corresponding to the medium-high speed driving state according to the reference vehicle model, the real vehicle model, each second vehicle speed of the three-axle vehicle in the medium-high speed driving state, and each second front wheel turning angle includes: Inputting each of the second vehicle speeds and each of the second front wheel turning angles into the reference vehicle model, and obtaining, through the real vehicle model, second rear wheel turning angles corresponding to each of the second vehicle speeds and each of the second front wheel turning angles; The second association relationship is determined according to each of the second vehicle speeds, each of the second front wheel turning angles, and each of the second rear wheel turning angles.

4. The steering processing method for a three-axle vehicle according to claim 3, characterized in that: The step of inputting each of the second vehicle speeds and each of the second front wheel turning angles into the reference vehicle model, and obtaining, via the real vehicle model, second rear wheel turning angles corresponding to each of the second vehicle speeds and each of the second front wheel turning angles, comprises: Inputting each of the second vehicle speeds and each of the second front wheel turning angles into the reference vehicle model for calculation, to obtain an expected yaw rate gain corresponding to each of the second vehicle speeds and each of the second front wheel turning angles; The desired yaw rate gains and the second front wheel turning angles are input into the real vehicle model for calculation to obtain the second rear wheel turning angles.

5. The steering processing method for a three-axle vehicle according to claim 4, characterized in that: The step of inputting each of the second vehicle speeds and each of the second front wheel turning angles into the reference vehicle model for calculation to obtain the expected yaw rate gain corresponding to each of the second vehicle speeds and each of the second front wheel turning angles includes: Determine a first parameter, a second parameter, a third parameter, and a fourth parameter according to a calibrated front wheel stiffness, a calibrated middle wheel stiffness, a calibrated rear wheel stiffness, a calibrated vehicle mass, a first distance from a calibrated front wheel to a center of mass of a reference vehicle model, a second distance from a calibrated middle wheel to a reference vehicle model, a third distance from a calibrated rear wheel to a reference vehicle model, the second vehicle speed, and a calibrated yaw inertia of the reference vehicle model; Determining a first value according to a calibrated front wheel stiffness, a calibrated vehicle mass, and the second vehicle speed in the reference vehicle model; Determining a second value according to a calibrated rear wheel stiffness in the reference vehicle model, a first distance from a calibrated front wheel to a center of mass of the reference vehicle model, and the calibrated yaw inertia; The desired yaw rate gain is determined according to the first parameter, the second parameter, the third parameter, the fourth parameter, the first value, and the second value.

6. The steering processing method for a three-axle vehicle according to claim 4, characterized in that: The step of inputting each of the desired yaw rate gains and each of the second front wheel turning angles into the real vehicle model for calculation to obtain each of the second rear wheel turning angles includes: Determine a fifth parameter and a sixth parameter according to a preset rear wheel stiffness, a preset vehicle mass, the second vehicle speed, a preset third distance from the rear wheel to the real vehicle model, and a preset yaw inertia of the real vehicle model in the real vehicle model; According to the preset front wheel stiffness, the preset middle wheel stiffness, the preset rear wheel stiffness, the preset vehicle mass, the preset first distance from the front wheel to the center of mass of the reference vehicle model, the preset second distance from the middle wheel to the reference vehicle model, the preset third distance from the rear wheel to the reference vehicle model, the second vehicle speed, and the preset yaw inertia of the real vehicle model, respectively determine the seventh parameter, the eighth parameter, the ninth parameter, and the tenth parameter; Determine a third value according to the preset front wheel stiffness, the preset vehicle mass and the second vehicle speed in the real vehicle model, and determine a fourth value according to the preset rear wheel stiffness, the preset first distance from the front wheel to the center of mass of the real vehicle model and the preset yaw inertia in the real vehicle model; determining a fifth value according to the desired yaw rate gain, the second front wheel turning angle, a fifth parameter, a sixth parameter, a seventh parameter, an eighth parameter, a ninth parameter and a tenth parameter; The product of the fifth value and the second front wheel turning angle is used as the second rear wheel turning angle.

7. The steering processing method for a three-axle vehicle according to claim 1, characterized in that: The determining a transitional association relationship according to the first association relationship and the second association relationship includes: determining a transition speed interval according to the speed interval corresponding to the first association relationship and the speed interval corresponding to the second association relationship; Based on the first vehicle speeds, the first front wheel turning angles, the first rear wheel turning angles in the first association relationship, and the second vehicle speeds, the second front wheel turning angles, the second rear wheel turning angles in the second association relationship and the speed values ​​in the transition speed interval, linear interpolation processing is performed to obtain the transition association relationship corresponding to the transition speed interval.

8. The steering processing method for a three-axle vehicle according to claim 1, characterized in that: The updating of the first association relationship according to the transition association relationship to obtain a target association relationship includes: Each vehicle speed, each front wheel turning angle, each rear wheel turning angle in the transition association relationship, and each first vehicle speed, each first front wheel turning angle, each first rear wheel turning angle in the first association relationship are fused and optimized to obtain the target association relationship.

9. An electronic device, characterized in that: It comprises a memory and a processor, wherein the memory stores a computer program executable by the processor, and when the processor executes the computer program, the steps of the steering processing method for a three-axle vehicle described in any one of claims 1 to 7 are implemented.

10. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the steps of the steering processing method for a three-axle vehicle as described in any one of claims 1 to 7 are executed.

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