Steering processing method for three-axle vehicle, electronic device, and storage medium

Abstract

The application provides a steering processing method of a three-axle vehicle, an electronic device and a storage medium. The method comprises the following steps: determining a first correlation 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; determining a second correlation relationship corresponding to a medium-high-speed driving state according to a reference vehicle model, an actual vehicle model, each second vehicle speed and each second front wheel steering angle of the three-axle vehicle in the medium-high-speed driving state; determining a transition correlation relationship according to the first correlation relationship and the second correlation relationship, wherein the transition correlation 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 the process of switching the three-axle vehicle from the low-speed driving state to the medium-high-speed driving state; obtaining a target correlation relationship according to the transition correlation relationship, and performing steering control on the three-axle vehicle based on the target correlation relationship. The driving performance of the three-axle vehicle is improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of automobile steering, in particular to a steering processing method for a three-axle vehicle, an electronic device and a storage medium. BACKGROUND

[0002] With the rapid development of automobile technology and the continuous improvement of people's living standards, three-axle vehicles are increasingly widely used in the market. In order to improve the passability 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 good balance in 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 speed, which makes the passability of the three-axle vehicle poor when it transits from low speed to medium and high speed. SUMMARY

[0004] The present application aims at the deficiencies in the prior art, and provides a steering processing method for a three-axle vehicle, an electronic device and a storage medium, to improve the accuracy of steering processing of a three-axle vehicle.

[0005] To achieve the above-mentioned purpose, the technical solutions adopted by the embodiments of the present application are as follows:

[0006] In a first aspect, the embodiments of the present application provide a steering processing method for a three-axle vehicle, which comprises:

[0007] determining a first correlation relationship corresponding to a low-speed driving state of the three-axle vehicle according to each initial first vehicle speed, each initial first front wheel steering angle and each initial first rear wheel steering angle in the low-speed driving state, the first correlation relationship being used to indicate a mapping relationship between the first vehicle speed, the first front wheel steering angle and the first rear wheel steering angle;

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

[0009] determining a transition correlation relationship according to the first correlation relationship and the second correlation relationship, the transition correlation relationship being used to indicate a mapping relationship between the vehicle speed, the front wheel steering angle and the rear wheel steering angle used in the process of switching the three-axle vehicle from the low-speed driving state to the medium and high-speed driving state;

[0010] updating the first correlation relationship according to the transition correlation relationship to obtain a target correlation relationship, and performing steering control on the three-axle vehicle based on the target correlation relationship.

[0011] Optionally, the determining the first correlation corresponding to the low-speed driving state according to the initial first vehicle speeds, the initial first front wheel angles and the initial first rear wheel angles of the three-axle vehicle in the low-speed driving state comprises:

[0012] According to the initial first vehicle speeds, the initial first front wheel angles and the initial first rear wheel angles, a plurality of groups of tire side slip angles are obtained.

[0013] The first correlation is determined according to the plurality of groups of tire side slip angles.

[0014] Optionally, the determining the second correlation corresponding to the medium-high-speed driving state according to the reference vehicle model, the real vehicle model, the second vehicle speeds and the second front wheel angles of the three-axle vehicle in the medium-high-speed driving state comprises:

[0015] The second vehicle speeds and the second front wheel angles are input into the reference vehicle model, and the second rear wheel angles corresponding to the second vehicle speeds and the second front wheel angles are obtained via the real vehicle model.

[0016] The second correlation is determined according to the second vehicle speeds, the second front wheel angles and the second rear wheel angles.

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

[0018] The second vehicle speeds and the second front wheel angles are input into the reference vehicle model to calculate expected yaw rate gains corresponding to the second vehicle speeds and the second front wheel angles.

[0019] The second rear wheel angles are obtained by inputting the expected yaw rate gains and the second front wheel angles into the real vehicle model.

[0020] Optionally, the inputting the second vehicle speeds and the second front wheel angles into the reference vehicle model to calculate expected yaw rate gains corresponding to the second vehicle speeds and the second front wheel angles comprises:

[0021] determine the first parameter, the second parameter, the third parameter and the fourth parameter according to the calibrated front wheel stiffness, the calibrated vehicle mass and the second vehicle speed in the reference vehicle model;

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

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

[0024] determine the expected yaw rate gain according to the first parameter, the second parameter, the third parameter, the fourth parameter, the first numerical value and the second numerical value.

[0025] Optionally, the inputting of each of the expected yaw rate gain and each of the second front wheel steering angle into the real vehicle model for calculation to obtain each of the second rear wheel steering angle comprises:

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

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

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

[0029] determine a fifth numerical value according to the expected yaw rate gain, the second front wheel steering angle, the fifth parameter, the sixth parameter, the seventh parameter, the eighth parameter, the ninth parameter and the tenth parameter;

[0030] take the product of the fifth numerical value and the second front wheel steering angle as the second rear wheel steering angle.

[0031] Optionally, the determining the transition correlation relationship according to the first correlation relationship and the second correlation relationship comprises:

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

[0033] performing linear interpolation processing according to each first vehicle speed, each first front wheel steering angle, each first rear wheel steering angle in the first correlation relationship, each second vehicle speed, each second front wheel steering angle, each second rear wheel steering angle in the second correlation relationship, and a speed value in the transition speed interval, to obtain the transition correlation relationship corresponding to the transition speed interval.

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

[0035] fusing and optimizing each vehicle speed, each front wheel steering angle, and each rear wheel steering angle in the transition correlation relationship, and each first vehicle speed, each first front wheel steering angle, and each first rear wheel steering angle in the first correlation relationship, to obtain the target correlation relationship.

[0036] In a second aspect, the embodiments of the present application further provide a steering processing device of a three-axle vehicle, the device comprising:

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

[0038] a second determining module configured to determine a second correlation relationship corresponding to a medium-high-speed driving state of the three-axle vehicle according to a reference vehicle model, a real vehicle model, each second vehicle speed, and each second front wheel steering angle in the medium-high-speed driving state, the second correlation relationship being used to indicate a mapping relationship among a second vehicle speed, a second front wheel steering angle, and a second rear wheel steering angle;

[0039] a third determining module configured to determine a transition correlation relationship according to the first correlation relationship and the second correlation relationship, the transition correlation relationship being used to indicate a mapping relationship among a vehicle speed, a front wheel steering angle, and a rear wheel steering angle used by the three-axle vehicle in a process of switching from the low-speed driving state to the medium-high-speed driving state;

[0040] an updating module configured to update the first correlation relationship according to the transition correlation relationship to obtain a target correlation relationship, and perform steering control on the three-axle vehicle based on the target correlation relationship.

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

[0042] According to each of the initial first vehicle speed, each of the initial first front wheel steering angle and each of the initial first rear wheel steering angle, a plurality of groups of tire side slip angles are obtained.

[0043] According to the plurality of groups of tire side slip angles, the first correlation is determined.

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

[0045] Each of the second vehicle speed, each of the second front wheel steering angle is input into the reference vehicle model, and via the real vehicle model, each of the second rear wheel steering angle corresponding to each of the second vehicle speed and each of the second front wheel steering angle is obtained.

[0046] According to each of the second vehicle speed, each of the second front wheel steering angle and each of the second rear wheel steering angle, the second correlation is determined.

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

[0048] Each of the second vehicle speed, each of the second front wheel steering angle is input into the reference vehicle model for calculation, and each of the expected yaw rate gain corresponding to each of the second vehicle speed and each of the second front wheel steering angle is obtained.

[0049] Each of the expected yaw rate gain and each of the second front wheel steering angle is input into the real vehicle model for calculation, and each of the second rear wheel steering angle is obtained.

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

[0051] According to the calibrated front wheel stiffness, the calibrated intermediate wheel stiffness, the calibrated rear wheel stiffness, the calibrated vehicle mass, the first distance from the calibrated front wheel to the center of mass of the reference vehicle model, the second distance from the calibrated intermediate wheel to the reference vehicle model, the third distance from the calibrated rear wheel to the reference vehicle model, the second vehicle speed and the calibrated yaw inertia of the reference vehicle model in the reference vehicle model, a first parameter, a second parameter, a third parameter and a fourth parameter are respectively determined.

[0052] According to the calibrated front wheel stiffness, the calibrated vehicle mass and the second vehicle speed in the reference vehicle model, a first numerical value is determined.

[0053] According to the calibrated rear wheel stiffness, the first distance from the calibrated front wheel to the center of mass of the reference vehicle model and the calibrated yaw inertia in the reference vehicle model, a second numerical value is determined.

[0054] determine the expected yaw rate gain according to the first parameter, the second parameter, the third parameter, the fourth parameter, the first numerical value and the second numerical value.

[0055] Optionally, the second determining module is specifically used for:

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

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

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

[0059] determine a fifth numerical value according to the expected yaw rate gain, the second front wheel steering angle, the fifth parameter, the sixth parameter, the seventh parameter, the eighth parameter, the ninth parameter and the tenth parameter;

[0060] take the product of the fifth numerical value and the second front wheel steering angle as the second rear wheel steering angle.

[0061] Optionally, the third determining module is specifically used for:

[0062] determine a transition speed interval according to the speed interval corresponding to the first correlation and the speed interval corresponding to the second correlation;

[0063] perform linear interpolation processing according to each first vehicle speed, each first front wheel steering angle, each first rear wheel steering angle in the first correlation, each second vehicle speed, each second front wheel steering angle, each second rear wheel steering angle in the second correlation and the speed value in the transition speed interval, to obtain the transition correlation corresponding to the transition speed interval.

[0064] Optionally, the updating module is specifically used for:

[0065] The target correlation relationship is obtained by fusing and optimizing each vehicle speed, each front wheel angle, each rear wheel angle in the transition correlation relationship, and each first vehicle speed, each first front wheel angle, and each first rear wheel angle in the first correlation relationship.

[0066] In a third aspect, an electronic device is provided. The electronic device includes a processor, a storage medium, and a bus. The storage medium stores program instructions executable by the processor. When an application is running, the processor and the storage medium communicate through the bus. The processor executes the program instructions to perform the steps of the three-axle vehicle steering processing method of the first aspect.

[0067] In a fourth aspect, a computer-readable storage medium is provided. The computer-readable storage medium stores a computer program. The computer program is read and executed to perform the steps of the three-axle vehicle steering processing method of the first aspect.

[0068] The beneficial effects of the present application are as follows:

[0069] The three-axle vehicle steering processing method, the electronic device, and the storage medium provided by the present application can obtain the transition mapping relationship in the process of switching from a low-speed state to a medium-high speed state after determining the first correlation relationship corresponding to the low-speed driving state and the second correlation relationship corresponding to the medium-high speed driving state, and updating the first correlation relationship according to the transition correlation relationship to obtain a target correlation relationship. The steering control can be performed based on the target correlation 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, and the drivability of the three-axle vehicle is improved. BRIEF DESCRIPTION OF DRAWINGS

[0070] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the following will briefly introduce the drawings needed in the embodiments. It should be understood that the following drawings only show some embodiments of the present application, and therefore should not be considered as limiting the scope. For those skilled in the art, other related drawings can also be obtained without creative labor.

[0071] Figure 1 A flowchart of the first three-axle vehicle steering processing method provided by the embodiments of the present application is shown.

[0072] Figure 2 A flowchart of the second three-axle vehicle steering processing method provided by the embodiments of the present application is shown.

[0073] Figure 3A third flowchart of a steering processing method of a three-axle vehicle is provided for the embodiments of the present application.

[0074] Figure 4 A fourth flowchart of a steering processing method of a three-axle vehicle is provided for the embodiments of the present application.

[0075] Figure 5 A fifth flowchart of a steering processing method of a three-axle vehicle is provided for the embodiments of the present application.

[0076] Figure 6 A sixth flowchart of a steering processing method of a three-axle vehicle is provided for the embodiments of the present application.

[0077] Figure 7 A seventh flowchart of a steering processing method of a three-axle vehicle is provided for the embodiments of the present application.

[0078] Figure 8 A device schematic diagram of a steering processing method of a three-axle vehicle is provided for the embodiments of the present application.

[0079] Figure 9 A structural block diagram of an electronic device is provided for the embodiments of the present application. DETAILED DESCRIPTION

[0080] To make the objectives, technical solutions and advantages of the embodiments of the present application clearer, the technical solutions in the embodiments of the present application will be 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 are only intended to illustrate and describe the present application, and are not intended to limit the protection scope of the present application. In addition, it should be understood that the schematic drawings are not drawn according to the actual proportions. The flowcharts show the operations implemented according to some embodiments of the present application. It should be understood that the operations of the flowcharts can not be implemented in sequence, and the steps without logical context relationship can be reversed in sequence or implemented simultaneously. In addition, one or more other operations can be added to the flowcharts or one or more operations can be removed from the flowcharts under the guidance of the content of the present application.

[0081] In addition, the described embodiments are only some of the embodiments of the present application, but not all the embodiments. The components of the embodiments of the present application described and shown in the drawings can be arranged and designed in various different 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 claimed present application, but only represents 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 creative labor are within 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 specify the presence of stated features, but does not exclude the presence of other features.

[0083] The three-axle vehicle uses a tire wear control strategy at low speed and a driving characteristic adjustment control strategy at medium and high speed in the two-axle steering structure. The two control strategies are different, but the existing two-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 trafficability of the three-axle vehicle during the transition from low speed to medium and high speed.

[0084] Optionally, the steering processing method for the three-axle vehicle provided in the embodiments of the present application is applied to an electronic device, which can be, for example, a mobile phone, a tablet computer, a notebook computer, a palm computer, a desktop computer, or other terminal devices with computing processing capability and display function, or can also be a server. Specifically, it can be applied to an application program in a terminal device, such as an APP (application, mobile phone software) of a mobile phone or an application system on a computer.

[0085] The specific implementation process of the steering processing of the three-axle vehicle provided in the embodiments of the present application will be explained below.

[0086] Figure 1 The flowchart of the first steering processing method for the three-axle vehicle provided in the embodiments of the present application, and the execution subject of the method is the electronic device as described above. As shown in the figure, the method comprises the following steps. Figure 1

[0087] S101, determining a first correlation 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.

[0088] Optionally, the three-axle vehicle can include front wheels, middle wheels, and rear wheels. In the two-axle steering structure, the steering structure with the steering wheels arranged on the front wheels and the rear wheels can be taken as an example, that is, the middle wheels do not steer.

[0089] The first correlation can refer to a mapping relationship between the first vehicle speed, the first front wheel steering angle, and the first rear wheel steering angle. Specifically, it can be the change relationship of the first rear wheel steering angle with the first front wheel steering angle and the first vehicle speed, that is, a set of first front wheel steering angles and first vehicle speeds corresponds to a first rear wheel steering angle. The first correlation can include a mapping relationship between a plurality of sets of first front wheel steering angles, first vehicle speeds, and first rear wheel steering angles.

[0090] Optionally, the first correlation can be represented in the form of a mapping table, a mapping graph, or other forms. ​

[0091] Optionally, the steering control of the tri-axle vehicle in the low-speed driving state mainly considers the tire wear of the tri-axle vehicle, and the steering of the tri-axle vehicle can be controlled according to the first correlation relationship in the low-speed driving state. For example, when the first front wheel steering angle δ f1 and the first vehicle speed V1 are known, the first rear wheel steering angle δ r1 corresponding to the first front wheel steering angle and the first vehicle speed can be determined according to the first correlation relationship, and then the steering of the tri-axle vehicle can be controlled based on the first front wheel steering angle δ f1 , the first vehicle speed V1 and the first rear wheel steering angle δ r1 .

[0092] Optionally, the speed corresponding to the low-speed driving state can be represented 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 correlation 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 steering angle of the tri-axle vehicle in the medium-high speed driving state.

[0094] The reference vehicle model is a standard vehicle model of multiple types of tri-axle vehicles, and 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, and one real vehicle model corresponds to one type of real vehicle, for example, real vehicle model 1 corresponds to tri-axle vehicle type 1, real vehicle model 2 corresponds to tri-axle vehicle type 2, real vehicle model 3 corresponds to tri-axle vehicle type 3, and so on. If the steering control of the target vehicle is needed, the calibration parameters of the reference vehicle model are adjusted to be the same as the parameters of the target vehicle, and the type of the real vehicle model is selected to be the same as the type of the target vehicle.

[0095] The second correlation relationship can be used to indicate the mapping relationship between the second vehicle speed, the second front wheel steering angle and the second rear wheel steering angle. Specifically, the second rear wheel steering angle can be related to the second front wheel steering angle and the second vehicle speed, that is, the second front wheel steering angle and the second vehicle speed in a group of data correspond to a second rear wheel steering angle. The mapping relationship between the second front wheel steering angle, the second vehicle speed and the second rear wheel steering angle in multiple groups of data can be included in the second correlation relationship.

[0096] Optionally, the second correlation relationship can be represented in the form of a mapping table, a mapping graph or other forms, which is not limited here.

[0097] Optionally, the steering control of the three-axle vehicle in the medium-high speed running 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 correlation relationship in the medium-high speed running state. For example, when the second front wheel steering angle δ f2 and the second vehicle speed V2 are known, the second rear wheel steering angle δ f2 corresponding to the second front wheel steering angle δ r2 and the second vehicle speed V2 can be determined according to the second correlation relationship, and then the steering of the three-axle vehicle can be controlled based on the second front wheel steering angle δ f2 , the second vehicle speed V2, and the second rear wheel steering angle δ r2 .

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

[0099] S103, determining a transition correlation relationship according to the first correlation relationship and the second correlation relationship.

[0100] Optionally, the transition correlation relationship can be used to indicate the mapping relationship between the vehicle speed, the front wheel steering angle, and the rear wheel steering angle used by the three-axle vehicle in the process of switching from the low speed running state to the medium-high speed running state.

[0101] Optionally, the running speed corresponding to the transition correlation relationship can be [Vmin, Vmax], and the steering control of the three-axle vehicle at the speed of [Vmin, Vmax] can be performed according to the transition correlation relationship.

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

[0103] Optionally, the target correlation relationship obtained contains the transition correlation relationship, so that the steering of the three-axle vehicle can be controlled based on the target correlation relationship.

[0104] In this embodiment, by determining the first correlation relationship corresponding to the low speed running state and the second correlation relationship corresponding to the medium-high speed running state, and then determining the transition correlation relationship according to the first correlation relationship and the second correlation relationship, the transition mapping relationship in the process of switching from the low speed state to the medium-high speed state can be obtained, and the target correlation relationship can be obtained by updating the first correlation relationship according to the transition correlation relationship. The steering of the three-axle vehicle can be controlled based on the target correlation relationship at different speeds of the three-axle vehicle, so that the three-axle vehicle can be smoothly transitioned from the low speed state to the medium-high speed state, and the drivability of the three-axle vehicle is improved.

[0105] Figure 2 A flowchart of a second improved steering processing method for a three-axle vehicle is shown in FIG. 2. The method comprises the following steps. Figure 2 In S101, the first correlation relationship corresponding to the low-speed driving state is determined according to the initial first vehicle speed, the initial first front wheel steering angle and the initial first rear wheel steering angle of the three-axle vehicle in the low-speed driving state.

[0106] S201, obtaining a plurality of groups of tire side slip angles according to the initial first vehicle speed, the initial first front wheel steering angle and the initial first rear wheel steering angle.

[0107] Specifically, a group of initial first vehicle speed and initial first front wheel steering angle and the initial first rear wheel steering angle corresponding to the initial first vehicle speed and the initial first front wheel steering angle can be a group of initial data, and then the group of initial data is input into the three-axle vehicle motion model to obtain a group of tire side slip angles corresponding to the group of initial data through the following formula (I) and the following formula (II), wherein the group of tire side slip angles includes a front wheel side slip angle, a middle wheel side slip angle and a rear wheel side slip angle.

[0108]

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

[0110]

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

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

[0113] S202, determining a first correlation relationship according to the multiple sets of tire side slip angles.

[0114] Optionally, each set of tire side slip angle can be evaluated to obtain an evaluation result, each set of target tire side slip angle whose evaluation result does not exceed a preset threshold is selected, and a mapping relationship between the initial first vehicle speed, the initial first front wheel steering angle and the initial first rear wheel steering angle corresponding to each set of target tire side slip angle is added to the first correlation relationship. The mapping relationship between the initial first vehicle speed, the initial first front wheel steering angle and the initial first rear wheel steering angle corresponding to the multiple sets of target tire side slip angles is fused into the first correlation relationship.

[0115] Figure 3 The third flowchart of the steering processing method of the three-axle vehicle provided by the embodiment of the present application is shown in FIG. 3. Figure 3 The determination of the second correlation relationship corresponding to the medium-high speed driving state according to the reference vehicle model, the real vehicle model, the second vehicle speed and the second front wheel steering angle of the three-axle vehicle in the medium-high speed driving state in the above S102 can include:

[0116] S301, inputting the second vehicle speed and the second front wheel steering angle into the reference vehicle model, and obtaining the second rear wheel steering angle corresponding to the second vehicle speed and the second front wheel steering angle through the real vehicle model.

[0117] Optionally, the calibration parameters in the reference vehicle model can be adjusted to the parameters required by the target vehicle, and the target vehicle is the vehicle that needs to be controlled. The calibration parameters can 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 the like, which can be used to change the calculation parameters in the reference vehicle model.

[0118] S302, determining the second correlation relationship according to the second vehicle speed, the second front wheel steering angle and the second rear wheel steering angle.

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

[0120] For example, the first set of data contains the second front wheel steering angle δ f21a second front wheel angle δ r21 a second speed V21 and a second rear wheel angle δ f22 a second front wheel angle δ r22 a second speed V22 and a second rear wheel angle δ f23 a second front wheel angle δ r23 a second speed V23 and a second rear wheel angle δ f2n a second front wheel angle δ r2n a second speed V2n and a second rear wheel angle δ f21 , and a second rear wheel angle δ f21 , and a second rear wheel angle δ f22 , and a second rear wheel angle δ f22 , and a second rear wheel angle δ f21 , and a second rear wheel angle δ r21 , and a second rear wheel angle δ f22 , and a second rear wheel angle δ r22 , and a second rear wheel angle δ

[0121] Figure 4 A flowchart of a fourth steering processing method of a three-axle vehicle provided by an embodiment of the present application is shown in FIG. 4. The method comprises the following steps. Figure 4 In S301, each second speed, each second front wheel angle is input into a reference vehicle model, and each second speed and each second front wheel angle corresponding second rear wheel angle is obtained via a real vehicle model. The step can comprise the following steps.

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

[0123] For example, the second front wheel angle δ f21 , the second speed V21 in the first group of data is input into the reference vehicle model for calculation, to obtain the second front wheel angle δ f21 and the second speed V21 corresponding expected yaw rate gain h1; the second front wheel angle δ f22 , the second speed V22 in the second group of data is input into the reference vehicle model for calculation, to obtain the second front wheel angle δ f22 and the second speed V22 corresponding expected yaw rate gain h2.

[0124] S402, each expected yaw rate gain and each second front wheel angle is input into a real vehicle model for calculation, to obtain each second rear wheel angle.

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

[0126] Figure 5 A flowchart of a fifth steering processing method of a three-axle vehicle provided by an embodiment of the present application is shown in FIG. 4. In S401, each second vehicle speed and each second front wheel steering angle is input 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 steering angle. The calculation can include: Figure 5

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

[0128] Specifically, the first parameter can be represented by a 11 , the second parameter can be represented by a 12 , the third parameter can be represented by a 21 , and the fourth parameter can be represented by a 22 .

[0129] Specifically, the first parameter can be obtained by the following formula (three).

[0130]

[0131] wherein k f1 , k m1 , and k r1 are the calibrated front wheel stiffness, the calibrated intermediate wheel stiffness, and the calibrated rear wheel stiffness of 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 to the center of mass of the reference vehicle model, l b1 is the second distance from the calibrated intermediate wheel to the reference vehicle model, l c1 is the third distance from the calibrated rear wheel to the reference vehicle model, and I z1 is the calibrated yaw inertia of the reference vehicle model.

[0132] S502, determining a first numerical value according to the calibrated front wheel stiffness, the calibrated vehicle mass, and the second vehicle speed of the reference vehicle model.

[0133] wherein the first numerical value can be represented by F1, and specifically,

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

[0135] wherein the second value can be represented using F2, specifically,

[0136] S504, determining, according to the first parameter, the second parameter, the third parameter, the fourth parameter, the first value and the second value, an expected yaw angle speed increment gain.

[0137] wherein the expected yaw angle speed increment gain can be represented using h, specifically,

[0138] It is worth noting that S501-S504 are the process of calculating the expected yaw angle speed increment gain corresponding to a group of second vehicle speeds and second front wheel angles, and the process of the expected yaw angle speed increment gain corresponding to other groups of second vehicle speeds and second front wheel angles is similar.

[0139] Figure 6 The flowchart of the sixth steering processing method of the three-axle vehicle provided by the embodiments of the present application is shown in Figure 6 The input of each expected yaw angle speed increment gain into the real vehicle model in S402 for calculation to obtain each second rear wheel angle can include:

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

[0141] wherein the fifth parameter can be represented using b 12 , and the sixth parameter can be represented using b 22 , specifically,

[0142] wherein 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 to the reference vehicle model in the real vehicle model, and I z2 is the preset yaw inertia.

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

[0144] Specifically, the seventh parameter can be represented using a 111 , and the eighth parameter can be represented using a121 The ninth parameter can be represented by a 211 The tenth parameter can be represented by a 221 .

[0145] Specifically, the fifth parameter can be obtained by the following formula (five).

[0146]

[0147] wherein k f2 , k m2 , and k r2 are preset front wheel stiffness, preset middle wheel stiffness, and preset rear wheel stiffness in the real vehicle model respectively, m2 is preset total vehicle mass of the real vehicle model, v is the second vehicle speed, l a2 is a 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 a second distance from the preset middle wheel in the real vehicle model to the real vehicle model, and l c2 is a third distance from the preset rear wheel in the real vehicle model to the reference vehicle model, I z2 is preset yaw inertia of the real vehicle.

[0148] S603, determining a third value according to the preset front wheel stiffness, the preset total vehicle mass, and the second vehicle speed in the real vehicle model, and determining a fourth value according to the preset rear wheel stiffness, the first distance from the preset front wheel to the center of mass of the real vehicle model, and the preset yaw inertia.

[0149] wherein the third value can be represented by F 11 , and specifically, the fourth value can be represented by F 21 , and specifically,

[0150] S604, determining a fifth value according to the expected yaw rate gain, the second front wheel steering angle, a fifth parameter, a sixth parameter, a seventh parameter, an eighth parameter, a ninth parameter, and a tenth parameter.

[0151] Specifically, the fifth value can be obtained by the following formula (five).

[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 described in the foregoing, which will not be repeated here.

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

[0155] Specifically, δ r = K13 δ f . Wherein, δ r is the second rear wheel steering angle

[0156] It is worth noting that the above S601-S605 is a process of determining a set of second vehicle speed and second front wheel steering angle corresponding to the second rear wheel steering angle, and the determination of other sets of second vehicle speed and second front wheel steering angle corresponding to the second rear wheel steering angle is similar.

[0157] Figure 7 The flowchart of the seventh steering processing method of the three-axle vehicle provided by the embodiment of the present application is shown in FIG. 13. Figure 7 According to the first correlation and the second correlation, the transition correlation can be determined in S103, which can include:

[0158] S701, determining a transition speed interval according to the speed interval corresponding to the first correlation and the speed interval corresponding to the second correlation.

[0159] Optionally, the transition speed interval is a missing speed interval of the speed interval corresponding to the first correlation and the speed interval corresponding to the second correlation. Specifically, the speed interval corresponding to the first correlation is [0, Vmin], and the speed interval corresponding to the second correlation is [Vmax, Vcmax], and the transition speed interval is [Vmin, Vmax].

[0160] S702, performing linear interpolation processing according to each first vehicle speed, each first front wheel steering angle, each first rear wheel steering angle in the first correlation, and each second vehicle speed, each second front wheel steering angle, each second rear wheel steering angle in the second correlation and the speed value in the past interval, to obtain a transition correlation corresponding to the transition speed interval.

[0161] Optionally, the two-dimensional linear interpolation algorithm can be used to obtain the transition correlation corresponding to the transition speed interval, and the Hermite, cubic spline interpolation, and adjacent point interpolation algorithms can also be used to obtain the transition correlation.

[0162] Optionally, the updating of the first correlation according to the transition correlation to obtain the target correlation can include:

[0163] Optionally, the target correlation can be obtained by fusing and optimizing each vehicle speed, each front wheel steering angle, and each rear wheel steering angle in the transition correlation, and each first vehicle speed, each first front wheel steering angle, and each first rear wheel steering angle in the first correlation.

[0164] Figure 8 The device diagram of the steering processing method of the three-axle vehicle provided by the embodiment of the present application is shown in FIG. 14. Figure 8 The device includes:

[0165] The first determining module 801 is configured to determine a first correlation 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, and the first correlation is used to indicate a mapping relationship among the first vehicle speed, the first front wheel steering angle and the first rear wheel steering angle.

[0166] The second determining module 802 is configured to determine a second correlation corresponding to a medium-high-speed driving state according to a reference vehicle model, a real vehicle model, each second vehicle speed and each second front wheel steering angle of the three-axle vehicle in the medium-high-speed driving state, and the second correlation is used to indicate a mapping relationship among the second vehicle speed, the second front wheel steering angle and the second rear wheel steering angle.

[0167] The third determining module 803 is configured to determine a transition correlation according to the first correlation and the second correlation, and the transition correlation is used to indicate a mapping relationship among a vehicle speed, a front wheel steering angle and a rear wheel steering angle used in a process of switching the three-axle vehicle from the low-speed driving state to the medium-high-speed driving state.

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

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

[0170] obtain a plurality of groups of tire side slip angles according to each initial first vehicle speed, each initial first front wheel steering angle and each initial first rear wheel steering angle.

[0171] determine the first correlation according to the plurality of groups of tire side slip angles.

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

[0173] input each second vehicle speed and each second front wheel steering angle into the reference vehicle model, and obtain a second rear wheel steering angle corresponding to each second vehicle speed and each second front wheel steering angle via the real vehicle model.

[0174] determine the second correlation according to each second vehicle speed, each second front wheel steering angle and each second rear wheel steering angle.

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

[0176] The second vehicle speed and the second front wheel angle are input into the reference vehicle model to obtain expected yaw rate gains corresponding to the second vehicle speed and the second front wheel angle.

[0177] The expected yaw rate gains and the second front wheel angle are input into the real vehicle model to obtain the second rear wheel angle.

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

[0179] According to the calibrated front wheel stiffness, the calibrated intermediate wheel stiffness, the calibrated rear wheel stiffness, the calibrated vehicle mass, the first distance from the calibrated front wheel to the center of mass of the reference vehicle model, the second distance from the calibrated intermediate wheel to the reference vehicle model, the third distance from the calibrated rear wheel to the reference vehicle model, the second vehicle speed, and the calibrated yaw inertia of the reference vehicle model, the first parameter, the second parameter, the third parameter, and the fourth parameter are determined respectively.

[0180] According to the calibrated front wheel stiffness, the calibrated vehicle mass, and the second vehicle speed in the reference vehicle model, a first value is determined.

[0181] According to the calibrated rear wheel stiffness, the first distance from the calibrated front wheel to the center of mass of the reference vehicle model, and the calibrated yaw inertia, a second value is determined.

[0182] According to the first parameter, the second parameter, the third parameter, the fourth parameter, the first value, and the second value, the expected yaw rate gain is determined.

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

[0184] According to the preset rear wheel stiffness, the preset vehicle mass, the second vehicle speed, the third distance from the preset rear wheel to the real vehicle model, and the preset yaw inertia of the real vehicle model, the fifth parameter and the sixth parameter are determined.

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

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

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

[0188] take the product of the fifth value and the second front wheel steering angle as the second rear wheel steering angle.

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

[0190] determine a transition speed interval according to the speed interval corresponding to the first correlation and the speed interval corresponding to the second correlation;

[0191] perform linear interpolation processing according to each first vehicle speed, each first front wheel steering angle, each first rear wheel steering angle in the first correlation, each second vehicle speed, each second front wheel steering angle, each second rear wheel steering angle in the second correlation, and the speed value in the transition speed interval, to obtain the transition correlation corresponding to the transition speed interval.

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

[0193] fuse and optimize each vehicle speed, each front wheel steering angle, each rear wheel steering angle in the transition correlation and each first vehicle speed, each first front wheel steering angle, each first rear wheel steering angle in the first correlation, to obtain the target correlation.

[0194] Figure 9 A structural block diagram of an electronic device is provided in an embodiment of the present application. As shown in the figure, the electronic device can include a processor 901 and a memory 902. Figure 9

[0195] Optionally, it can further include a bus 903, wherein the memory 902 is configured to store machine readable instructions executable by the processor 901, and the processor 901 and the memory 902 store communicate through the bus 903 when the electronic device 900 is running, and the machine readable instructions are executed by the processor 901 to perform the method steps in the above method embodiments.

[0196] An embodiment of the present application further provides a computer readable storage medium, and the computer readable storage medium stores a computer program, and the computer program is executed by a processor to perform the method steps in the above three-axle vehicle steering processing method embodiments.

[0197] ​Those skilled in the art can clearly understand the specific working process of the system and the device described above for the convenience and brevity of description, which can refer to the corresponding process in the method embodiment, and will not be repeated in the present application. In several embodiments provided in the present application, it should be understood that the disclosed system, device and method can be implemented by other ways. The device embodiments described above are only schematic, for example, the division of the modules is only a logical function division, and the actual implementation can have another division, for example, a plurality of modules or components can be combined or integrated into another system, or some features can be ignored or not executed. In addition, the coupling or direct coupling or communication connection between the displayed or discussed each other can be indirect coupling or communication connection through some communication interface, device or module, which can be electrical, mechanical or other forms.

[0198] In addition, each functional unit in each embodiment of the present application can be integrated in one processing unit, or each unit can be physically present separately, or two or more units can be integrated in one unit. When the functions are realized in the form of software functional units and sold or used as independent products, they can be stored in a computer readable storage medium. Based on this understanding, the technical solutions of the present application essentially or say the parts that make contributions to the prior art or parts of the technical solutions can be embodied in the form of software products, which are stored in a storage medium and include a plurality of instructions for making a computer device (which can be a personal computer, a server, or a network device, etc.) execute all or part of the steps of the methods described in each embodiment of the present application. The foregoing storage medium includes: U disk, mobile hard disk, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory), magnetic disk or optical disk and various program code storage media.

[0199] The above is only a specific embodiment of the present application, but the protection scope of the present application is not limited thereto, and 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.

Claims

1. A steering handling method for a three-axle vehicle, characterized in that, The method includes: Based on the initial first vehicle speed, initial first front wheel angle, and initial first rear wheel angle of the three-axle vehicle in a low-speed driving state, a first correlation relationship corresponding to the low-speed driving state is determined. The first correlation relationship is used to indicate the mapping relationship between the first vehicle speed, the first front wheel angle, and the first rear wheel angle. Based on the reference vehicle model, the actual vehicle model, the second vehicle speeds and the second front wheel angles of the three-axle vehicle in the medium-high speed driving state, a second correlation relationship corresponding to the medium-high speed driving state is determined. The second correlation relationship is used to indicate the mapping relationship between the second vehicle speed, the second front wheel angle and the second rear wheel angle. Based on the first association relationship and the second association relationship, a transitional association relationship is determined. The transitional association relationship is used to indicate the mapping relationship between the vehicle speed, front wheel angle and rear wheel angle used by the three-axle vehicle during the process of switching from the low-speed driving state to the medium-high speed driving state. Based on the transitional association, the first association is updated to obtain the target association, and the steering control of the three-axle vehicle is performed based on the target association. The step of determining the transitional association relationship based on the first association relationship and the second association relationship includes: The transition speed range is determined based on the speed range corresponding to the first correlation and the speed range corresponding to the second correlation. Based on the first vehicle speed, the first front wheel angle, and the first rear wheel angle in the first correlation relationship, and the second vehicle speed, the second front wheel angle, and the second rear wheel angle in the second correlation relationship, as well as the speed values ​​in the transition speed range, linear interpolation is performed to obtain the transition correlation relationship corresponding to the transition speed range. The step of updating the first association relationship based on the transitional association relationship to obtain the target association relationship includes: The target correlation is obtained by fusing and optimizing the vehicle speed, front wheel angle, and rear wheel angle in the transition correlation, as well as the first vehicle speed, first front wheel angle, and first rear wheel angle in the first correlation.

2. The steering handling method for a three-axle vehicle according to claim 1, characterized in that, The step of determining the first correlation relationship corresponding to the low-speed driving state based on the initial first vehicle speed, initial first front wheel rotation angle, and initial first rear wheel rotation angle of the three-axle vehicle in the low-speed driving state includes: Based on the initial first vehicle speed, the initial first front wheel steering angle, and the initial first rear wheel steering angle, multiple sets of tire slip angles are obtained; The first correlation is determined based on the multiple sets of tire slip angles.

3. The steering handling method for a three-axle vehicle according to claim 1, characterized in that, The step of determining the second correlation relationship corresponding to the medium-high speed driving state based on the reference vehicle model, the actual vehicle model, the second vehicle speeds of the three-axle vehicle under medium-high speed driving conditions, and the second front wheel steering angles includes: Each second vehicle speed and each second front wheel steering angle are input into the reference vehicle model, and through the actual vehicle model, the second vehicle speed and the second rear wheel steering angle corresponding to each second front wheel steering angle are obtained; The second correlation is determined based on each of the second vehicle speeds, each of the second front wheel steering angles, and each of the second rear wheel steering angles.

4. The steering handling method for a three-axle vehicle according to claim 3, characterized in that, The step of inputting each second vehicle speed and each second front wheel steering angle into the reference vehicle model, and obtaining the second rear wheel steering angle corresponding to each second vehicle speed and each second front wheel steering angle via the actual vehicle model, includes: Each second vehicle speed and each second front wheel steering 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 steering angle. The desired yaw rate gain and the second front wheel steering angle are input into the actual vehicle model for calculation to obtain the second rear wheel steering angle.

5. The steering handling 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 steering angles into the reference vehicle model for calculation to obtain the desired yaw rate gain corresponding to each of the second vehicle speeds and each of the second front wheel steering angles includes: Based on the calibrated front wheel stiffness, calibrated middle wheel stiffness, calibrated rear wheel stiffness, calibrated vehicle mass, calibrated first distance from the front wheel to the center of mass of the reference vehicle model, calibrated second distance from the middle wheel to the reference vehicle model, calibrated third distance from the rear wheel to the reference vehicle model, second vehicle speed, and calibrated yaw inertia of the reference vehicle model, the first parameter, second parameter, third parameter, and fourth parameter are determined respectively. The first value is determined based on the calibrated front wheel stiffness, calibrated vehicle mass, and the second vehicle speed in the reference vehicle model; The second value is determined based on the calibrated rear wheel stiffness, the first distance from the calibrated front wheel to the center of mass of the reference vehicle model, and the calibrated yaw inertia in the reference vehicle model. The desired yaw rate gain is determined based on the first parameter, the second parameter, the third parameter, the fourth parameter, the first value, and the second value.

6. The steering handling method for a three-axle vehicle according to claim 4, characterized in that, The step of inputting the desired yaw rate gains and the second front wheel steering angles into the actual vehicle model for calculation to obtain the second rear wheel steering angles includes: The fifth and sixth parameters are determined based on the preset rear wheel stiffness, preset vehicle mass, second vehicle speed, preset third distance from the rear wheel to the actual vehicle model, and preset yaw inertia of the actual vehicle model. Based on the preset front wheel stiffness, preset middle wheel stiffness, preset rear wheel stiffness, preset vehicle mass, preset first distance from the front wheel to the center of mass of the reference vehicle model, preset second distance from the middle wheel to the reference vehicle model, preset third distance from the rear wheel to the reference vehicle model, second vehicle speed, and preset yaw inertia of the actual vehicle model, the seventh parameter, the eighth parameter, the ninth parameter, and the tenth parameter are determined respectively. Based on the preset front wheel stiffness, preset vehicle mass and second vehicle speed in the actual vehicle model, a third value is determined, and based on the preset rear wheel stiffness, preset first distance from the front wheel to the center of mass of the actual vehicle model and the preset yaw inertia in the actual vehicle model, a fourth value is determined. The fifth value is determined based on the desired yaw rate gain, the second front wheel steering angle, the fifth parameter, the sixth parameter, the seventh parameter, the eighth parameter, the ninth parameter, and the tenth parameter; The product of the fifth value and the second front wheel steering angle is taken as the second rear wheel steering angle.

7. An electronic device, characterized in that, It includes a memory and a processor, the memory storing a computer program executable by the processor, the processor executing the computer program to implement the steps of the steering method for a three-axle vehicle as described in any one of claims 1-6.

8. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed by a processor, performs the steps of the steering method for a three-axle vehicle as described in any one of claims 1-6.

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