Vehicle steering corner jamming processing method, electronic equipment and vehicle

Abstract

The present disclosure relates to the field of vehicle control technology, and provides a method for processing a stuck corner of a vehicle, an electronic device, and a vehicle. The method comprises: in response to determining that a stuck rear wheel angle is detected when the vehicle is turning, obtaining a target rear wheel parameter and an actual rear wheel parameter; determining a stuck corner type according to the target rear wheel parameter and the actual rear wheel parameter; determining a stuck corner processing method corresponding to the stuck corner type, and eliminating the detected stuck rear wheel angle according to the stuck corner processing method. In this way, the stuck corner type can be accurately determined to avoid misjudgment of stuck rear wheel angles and avoid unnecessary reduction in vehicle drivability. The stuck corner processing method can be accurately determined according to the stuck corner type, thereby accurately eliminating the stuck rear wheel angle and avoiding the problem of the vehicle being unable to steer due to stuck rear wheel angles.

Description

Technical Field

[0001] The present disclosure relates to the field of vehicle control technology, and in particular to a method for processing vehicle steering corner lag, an electronic device and a vehicle. Background Art

[0002] The rear-wheel steering function has a high safety level. When the rear wheel steering angle is stuck, it will greatly affect the use of the rear-wheel steering function. However, currently only the vehicle rear wheel steering angle is identified to be stuck, and there will be a misjudgment of the rear wheel steering angle being stuck, resulting in unnecessary reduction in vehicle drivability.

[0003] In view of this, how to avoid the misjudgment of rear wheel corner sticking that leads to a decrease in vehicle drivability has become a technical problem that needs to be solved urgently. Summary of the invention

[0004] In view of this, the purpose of the present disclosure is to provide a method for handling vehicle steering angle lag, an electronic device and a vehicle to solve the problem in the prior art that misjudgment of rear wheel steering angle lag leads to unnecessary reduction in vehicle drivability.

[0005] Based on the above purpose, the first aspect of the present disclosure provides a method for processing a vehicle steering angle lag, the method comprising:

[0006] In response to determining that a rear wheel angle is stuck when the vehicle is turning, acquiring a target rear wheel parameter and an actual rear wheel parameter;

[0007] determining a corner sticking type according to the target rear wheel parameter and the actual rear wheel parameter;

[0008] A jam processing method corresponding to the corner jam type is determined, and the detected rear wheel corner jam is eliminated according to the jam processing method.

[0009] Optionally, the target rear wheel parameter includes a target rear wheel turning angle, and the actual rear wheel parameter includes an actual rear wheel turning angle;

[0010] The determining the corner sticking type according to the target rear wheel parameter and the actual rear wheel parameter comprises:

[0011] For each of the multiple cycles, determining a steering angle deviation between a target rear wheel steering angle and an actual rear wheel steering angle at each moment in the cycle, and determining a mean and a variance of the multiple steering angle deviations in the cycle;

[0012] Determining a preset turning angle area to which the cycle belongs according to a plurality of target rear wheel turning angles of the cycle;

[0013] For each preset corner region, determining a hysteresis coefficient corresponding to the preset corner region according to all means and variances of the cycles corresponding to the preset corner region;

[0014] In response to determining that the sticking coefficient is greater than a preset first sticking coefficient threshold, it is determined that the corner sticking type in a preset corner region is a damping type sticking.

[0015] Through the above scheme, the hysteresis coefficient determined according to the mean and variance can reflect the size and accuracy of the steering angle deviation, so as to accurately judge whether there is damping-type hysteresis in the preset steering angle area according to the hysteresis coefficient. When the hysteresis coefficient is greater than the first hysteresis coefficient threshold, it means that the rear wheel steering angle response lag phenomenon occurs multiple times in the preset steering angle area, so it is determined that there is damping-type hysteresis in the preset steering angle area.

[0016] Optionally, determining the hysteresis coefficient corresponding to the preset corner area according to all means and variances of the cycles corresponding to the preset corner area includes:

[0017] For each cycle in the plurality of cycles, in response to determining that the mean value in the cycle is greater than a preset mean threshold value and the variance is less than a preset variance threshold value, updating the number of stuck occurrences;

[0018] In response to determining that the mean is less than or equal to a preset mean threshold or the variance is greater than or equal to a preset variance threshold, and the number of jam occurrences is updated in the previous cycle, updating the number of jam disappearances;

[0019] A sticking coefficient is determined according to the number of sticking occurrences and the number of sticking disappearances.

[0020] Through the above scheme, the number of occurrences of jamming and the number of disappearances of jamming can be accurately determined, so as to accurately determine the jamming coefficient according to the number of occurrences of jamming and the number of disappearances of jamming, so as to judge whether there is damping jamming in the preset corner area according to the jamming coefficient.

[0021] Optionally, the target rear wheel parameter includes a target rear wheel speed, and the actual rear wheel parameter includes an actual rear wheel speed;

[0022] The determining the corner sticking type according to the target rear wheel parameter and the actual rear wheel parameter comprises:

[0023] determining, for each of a plurality of moments, a speed deviation between a target rear wheel speed and an actual rear wheel speed;

[0024] In response to determining that the rotation speed deviation is greater than a preset first rotation speed deviation threshold, obtaining a critical rotation angle value at which a jam occurs, and updating a jam occurrence count;

[0025] In response to determining that the speed deviation is less than or equal to a preset first speed deviation threshold and the number of occurrences of a jam is updated at a previous moment, updating the number of disappearances of a jam;

[0026] Determining a sticking coefficient according to the critical rotation angle value, the number of times the sticking occurs, and the number of times the sticking disappears;

[0027] In response to determining that the sticking coefficient is greater than a preset second sticking coefficient threshold, the steering angle sticking type is determined to be a bouncing sticking type.

[0028] Through the above scheme, the number of occurrences of the jam and the number of disappearances of the jam can be accurately determined, so that the jam coefficient can be accurately determined according to the number of occurrences of the jam and the number of disappearances of the jam, so as to judge whether there is a jumping type jam according to the jam coefficient. When the jam coefficient is greater than the second jam coefficient threshold, it means that the phenomenon of the rear wheel steering angle response deterioration occurs multiple times within the rear wheel steering angle request range at the current moment, so it is determined that there is a jumping type jam.

[0029] Optionally, the target rear wheel parameters include a target rear wheel turning angle and a target rear wheel speed, and the actual rear wheel parameters include an actual rear wheel turning angle and an actual rear wheel speed;

[0030] The determining the corner sticking type according to the target rear wheel parameter and the actual rear wheel parameter comprises:

[0031] For each of the plurality of moments, determining a rotation angle deviation between a target rear wheel rotation angle and an actual rear wheel rotation angle, and determining a rotation speed deviation between a target rear wheel rotation speed and an actual rear wheel rotation speed;

[0032] In response to determining that the rotation angle deviation is greater than a preset rotation angle deviation threshold or the rotation speed deviation is greater than a preset second rotation speed deviation threshold, updating the number of occurrences of a stuck state;

[0033] In response to determining that the number of occurrences of the jam has reached a preset number threshold, the corner jam type is determined to be a damage-type jam.

[0034] Through the above scheme, when the number of occurrences of jamming reaches a preset number threshold, it means that the rear wheel steering angle has been irregularly or unresponsive for many times at the current moment, thereby determining that there is a jumping jamming.

[0035] Optionally, after determining the corner sticking type according to the target rear wheel parameter and the actual rear wheel parameter, the method includes:

[0036] In response to determining that the corner sticking type is damping sticking or bouncing sticking, obtaining vehicle parameter information of the vehicle within a preset time period; wherein the vehicle parameter information includes at least one of the following: slip rate, lateral and longitudinal acceleration, road adhesion coefficient and pitch angle;

[0037] In response to determining that the slip ratio is greater than a preset slip ratio threshold, determining that the corner jam type is a road interference jam; or,

[0038] In response to determining that the rate of change of the lateral and longitudinal accelerations is greater than a preset acceleration change threshold, determining that the corner jam type is a road interference jam; or,

[0039] In response to determining that the rate of change of the road adhesion coefficient is greater than a preset adhesion coefficient change threshold, determining that the corner sticking type is a road interference type sticking; or,

[0040] In response to determining that the pitch angle change rate is greater than a preset pitch angle change threshold, the corner stuck type is determined to be a road interference type stuck.

[0041] Through the above scheme, after detecting damping type jamming or jumping type jamming, by judging the vehicle parameter information within a preset time, it is possible to accurately judge whether the corner jamming type is road interference type jamming. According to the slip rate, lateral and longitudinal acceleration, road adhesion coefficient and pitch angle, it is possible to accurately judge whether the rear wheel corner of the vehicle is jammed due to road interference.

[0042] Optionally, the determining a jam processing method corresponding to the corner jam type, and performing an elimination process on the detected rear wheel corner jam according to the jam processing method, includes:

[0043] In response to determining that the corner sticking type is damping sticking, acquiring a sticking coefficient and a current activation vehicle speed threshold;

[0044] Based on the hysteresis coefficient and the current activation vehicle speed threshold, determining an updated activation vehicle speed threshold; wherein the updated activation vehicle speed threshold is less than the current activation vehicle speed threshold;

[0045] In response to determining that the current vehicle speed is greater than or equal to the update activation vehicle speed threshold, not responding to the received rear wheel steering request to eliminate damping type binding.

[0046] Through the above scheme, the current activation vehicle speed threshold is limited according to the hysteresis coefficient, and the current activation vehicle speed threshold can be limited according to the number of occurrences and disappearances of damping type hysteresis, so that the updated activation vehicle speed threshold is more accurate. When the current vehicle speed is greater than the updated activation vehicle speed threshold, the received rear wheel steering request is not responded to, so that the damping type hysteresis can be eliminated.

[0047] Optionally, the determining a jam processing method corresponding to the corner jam type, and performing an elimination process on the detected rear wheel corner jam according to the jam processing method, includes:

[0048] In response to determining that the rotation angle sticking type is a jumping type sticking, determining a critical rotation angle value at which the jumping type sticking occurs;

[0049] In response to determining that the received rear wheel steering angle request is greater than or equal to the critical steering angle value, the received rear wheel steering request is not responded to to eliminate the bouncing type sticking.

[0050] According to the above scheme, when the received rear wheel steering angle request is greater than or equal to the critical steering angle value, the received rear wheel steering request is not responded to, thereby eliminating the bouncing type of jamming.

[0051] Based on the same inventive concept, the second aspect of the present disclosure proposes an electronic device, comprising a memory, a processor, and a computer program stored in the memory and executable by the processor, wherein the processor implements the method as described above when executing the computer program.

[0052] Based on the same inventive concept, a third aspect of the present disclosure provides a vehicle, which includes the electronic device described in the second aspect.

[0053] As can be seen from the above, the present disclosure provides a method, electronic device and vehicle for processing a stuck corner of a vehicle. When the rear wheel corner is detected to be stuck while the vehicle is turning, a target rear wheel parameter and an actual rear wheel parameter are obtained. The type of stuck corner is determined based on the target rear wheel parameter and the actual rear wheel parameter. In this way, the type of stuck corner can be accurately determined based on the target rear wheel parameter and the actual rear wheel parameter, thereby avoiding misjudgment of stuck rear wheel corner and unnecessary reduction in vehicle drivability. The stuck corner processing method corresponding to the stuck corner type is determined, and the detected stuck rear wheel corner is eliminated according to the stuck corner processing method. In this way, the stuck corner processing method can be accurately determined based on the stuck corner type, thereby accurately eliminating the stuck rear wheel corner and avoiding the problem of the vehicle being unable to turn due to stuck rear wheel corner. BRIEF DESCRIPTION OF THE DRAWINGS

[0054] In order to more clearly illustrate the technical solutions in the present disclosure or related technologies, the drawings required for use in the embodiments or related technical descriptions are briefly introduced below. Obviously, the drawings described below are only embodiments of the present disclosure. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0055] Figure 1 A flowchart of a method for processing a vehicle steering corner jamming according to an embodiment of the present disclosure;

[0056] Figure 2 It is a structural schematic diagram of a vehicle steering angle jam processing device according to an embodiment of the present disclosure;

[0057] Figure 3 It is a schematic diagram of the structure of an electronic device according to an embodiment of the present disclosure. DETAILED DESCRIPTION

[0058] In order to make the objectives, technical solutions and advantages of the present disclosure more clearly understood, the present disclosure is further described in detail below in combination with specific embodiments and with reference to the accompanying drawings.

[0059] It should be noted that, unless otherwise defined, the technical terms or scientific terms used in the embodiments of the present disclosure should be understood by people with ordinary skills in the field to which the present disclosure belongs. The "first", "second" and similar words used in the embodiments of the present disclosure do not indicate any order, quantity or importance, but are only used to distinguish different components. "Including" or "comprising" and similar words mean that the elements or objects appearing before the word cover the elements or objects listed after the word and their equivalents, without excluding other elements or objects. "Connect" or "connected" and similar words are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. "Up", "down", "left", "right" and the like are only used to indicate relative positional relationships. When the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0060] As mentioned above, how to avoid the misjudgment of rear wheel steering angle sticking, which leads to a decrease in vehicle drivability, has become an important research issue.

[0061] Based on the above description, if Figure 1 As shown, the method for processing vehicle steering angle lag proposed in this embodiment includes:

[0062] Step 101 : in response to determining that a rear wheel steering angle is stuck when the vehicle is turning, obtaining target rear wheel parameters and actual rear wheel parameters.

[0063] In a specific implementation, when the vehicle is turning, whether the rear wheel steering angle of the vehicle is stuck is detected. In the disclosed embodiment, the rear wheel steering angle is detected to be stuck when the vehicle is turning, preferably when the vehicle is actively steering the rear wheels.

[0064] Among them, the working principle of active rear-wheel steering mainly includes two situations: same-direction steering and opposite-direction steering. These two situations will show different steering characteristics: when driving at low speed, the rear wheels rotate in the opposite direction of the front wheels to increase the flexibility of the vehicle; when driving at high speed, the rear wheels rotate in the same direction as the front wheels to improve the stability of the vehicle.

[0065] When the rear wheel angle is detected to be stuck during steering, the target rear wheel parameters and actual rear wheel parameters are obtained. The target rear wheel parameters are the parameters received and related to the rear wheel request, and the target rear wheel parameters include: target rear wheel angle and target rear wheel speed. The actual rear wheel parameters are the parameters related to the actual response execution of the rear wheel of the vehicle, and the actual rear wheel parameters include: actual rear wheel angle and actual rear wheel speed.

[0066] Step 102: determining a corner sticking type according to the target rear wheel parameters and the actual rear wheel parameters.

[0067] In a specific implementation, the corner jam type is a type classified based on the cause of the rear wheel corner jam, wherein the corner jam type includes at least one of the following: damping jam, bouncing jam, damage jam and road interference jam.

[0068] Specifically, a parameter deviation between a target rear wheel parameter and an actual rear wheel parameter is determined, and the cause of the rear wheel steering angle being stuck can be determined based on the parameter deviation, thereby determining the steering angle sticking type based on the cause of the rear wheel steering angle being stuck.

[0069] Step 103: determining a jam processing method corresponding to the corner jam type, and performing elimination processing on the detected rear wheel corner jam according to the jam processing method.

[0070] In a specific implementation, the jam processing method refers to a processing method for eliminating the jam of the rear wheel steering angle, so that the rear wheel steering angle jam does not occur when the vehicle is turning.

[0071] Different corner jam types require different jam processing methods to eliminate the detected rear wheel corner jam. Specifically, the jam processing method corresponding to the corner jam type is determined, and the detected rear wheel corner jam is eliminated according to the jam processing method.

[0072] For example, when the corner jam type is damping jam, the damping jam processing method is determined, and the detected rear wheel corner jam is eliminated according to the damping jam processing method. When the corner jam type is jumping jam, the jumping jam processing method is determined, and the detected rear wheel corner jam is eliminated according to the jumping jam processing method.

[0073] Through the above embodiment, when the rear wheel angle is detected to be stuck when the vehicle is turning, the target rear wheel parameter and the actual rear wheel parameter are obtained. According to the target rear wheel parameter and the actual rear wheel parameter, the type of the stuck angle is determined. In this way, the type of the stuck angle can be accurately determined according to the target rear wheel parameter and the actual rear wheel parameter, avoiding misjudgment of the stuck rear wheel angle and unnecessary reduction in vehicle drivability. The stuck processing method corresponding to the stuck angle type is determined, and the detected stuck rear wheel angle is eliminated according to the stuck processing method. In this way, the stuck processing method can be accurately determined according to the stuck angle type, thereby accurately eliminating the stuck rear wheel angle and avoiding the problem that the vehicle cannot turn due to the stuck rear wheel angle.

[0074] In some embodiments, the target rear wheel parameter includes a target rear wheel steering angle, and the actual rear wheel parameter includes an actual rear wheel steering angle; step 102 includes:

[0075] Step 1021, for each of the multiple cycles, determining a steering angle deviation between a target rear wheel steering angle and an actual rear wheel steering angle at each moment in the cycle, and determining a mean and a variance of the multiple steering angle deviations in the cycle.

[0076] In specific implementation, for each of the multiple cycles, the target rear wheel steering angle and the actual rear wheel steering angle at each moment in the cycle are determined. The target rear wheel steering angle and the actual rear wheel steering angle are subjected to difference processing to obtain a steering angle deviation. Specifically, steering angle deviation = target rear wheel steering angle - actual rear wheel steering angle.

[0077] The average value of multiple rotation angle deviations within a period is obtained by performing average processing. The specific formula is as follows:

[0078]

[0079] in, is the mean of multiple corner deviations, , , …, are multiple corner deviations, is the number of multiple corner deviations.

[0080] According to the multiple corner deviations in the cycle and the mean of the multiple corner deviations, the variance of the multiple corner deviations is determined. The specific formula is as follows:

[0081]

[0082] in, is the variance of multiple corner deviations, is the mean of multiple corner deviations, , , …, are multiple corner deviations, is the number of multiple corner deviations.

[0083] For example, there are three moments in each cycle, and a first rotation angle deviation at the first moment, a second rotation angle deviation at the second moment, and a third rotation angle deviation at the third moment are determined. The means and variances of the first rotation angle deviation, the second rotation angle deviation, and the third rotation angle deviation are determined.

[0084] Step 1022: determining a preset turning angle region to which the cycle belongs according to a plurality of target rear wheel turning angles of the cycle.

[0085] In a specific implementation, a plurality of preset turning angle regions are provided. Since the plurality of target rear wheel turning angles of a period are continuous and have little variation, the plurality of target rear wheel turning angles belong to the same preset turning angle region.

[0086] For example, a first preset turning angle area, a second preset turning angle area and a third turning angle area are provided. Among them, the first preset turning angle area is a small angle area (0 degrees - 10 degrees), the second preset turning angle area is a medium angle area (10 degrees - 20 degrees), and the third turning angle area is a large angle area (20 degrees - 30 degrees). When multiple target rear wheel turning angles are 14 degrees, 15 degrees, and 16 degrees respectively, the second preset turning angle area to which the cycle belongs is determined.

[0087] Step 1023: for each preset corner region, determine the hysteresis coefficient corresponding to the preset corner region according to all means and variances of the cycles corresponding to the preset corner region.

[0088] In the specific implementation, for each preset corner area, it is determined whether there is a jam in the preset corner area based on all means and variances of the periods corresponding to the preset corner area, the number of jams that occur and the number of jams that disappear are determined, and the jam coefficient corresponding to the preset corner area is determined based on the number of jams that occur and the number of jams that disappear.

[0089] Among them, the mean is used to measure the overall level of multiple steering angle deviations. According to the mean, it is possible to accurately judge whether there is a large steering angle deviation between the actual rear wheel steering angle and the target rear wheel steering angle, thereby judging whether there is a lag in the response of the rear wheel steering angle.

[0090] The variance is used to measure the degree of deviation between multiple corner deviations and the mean. According to the variance, it is possible to accurately determine whether there are erroneous data in the multiple corner deviations that differ greatly from the mean, thereby ensuring the data accuracy of the multiple corner deviations.

[0091] Step 1024: In response to determining that the hysteresis coefficient is greater than a preset first hysteresis coefficient threshold, determining that the corner hysteresis type in a preset corner region is damping type hysteresis.

[0092] In specific implementation, damping-type hysteresis manifests itself as a relatively consistent lag in the rear wheel steering angle.

[0093] When the hysteresis coefficient is greater than a preset first hysteresis coefficient threshold, it indicates that the rear wheel steering angle response lag phenomenon occurs multiple times in the preset steering angle region, thereby determining that the steering angle hysteresis type in the preset steering angle region is damping type hysteresis.

[0094] A plurality of preset corner regions are provided. For example, if the hysteresis coefficient corresponding to the first preset corner region is less than the preset first hysteresis coefficient threshold, then there is no damping type hysteresis in the first preset corner region. If the hysteresis coefficient corresponding to the second preset corner region is greater than the preset first hysteresis coefficient threshold, then there is damping type hysteresis in the second preset corner region.

[0095] Through the above scheme, the angle deviation between the target rear wheel angle and the actual rear wheel angle at each moment in the cycle is determined, and the mean and variance of multiple angle deviations in the cycle are determined. The hysteresis coefficient corresponding to the preset angle area is determined according to the mean and variance of the cycle corresponding to the preset angle area. In this way, the hysteresis coefficient determined according to the mean and variance can reflect the size and accuracy of the angle deviation, so as to accurately judge whether there is damping type hysteresis in the preset angle area according to the hysteresis coefficient. When the hysteresis coefficient is greater than the first hysteresis coefficient threshold, it means that the phenomenon of rear wheel angle response lag occurs multiple times in the preset angle area, so it is determined that there is damping type hysteresis in the preset angle area.

[0096] In some embodiments, step 1023 includes:

[0097] Step 1023A: for each cycle in the plurality of cycles, in response to determining that the mean value in the cycle is greater than a preset mean threshold value and the variance is less than a preset variance threshold value, updating the number of stuck occurrences.

[0098] In specific implementation, the mean of multiple steering angle deviations within a cycle can reflect the overall size of the multiple steering angle deviations. The larger the mean, the larger the steering angle deviation between the actual rear wheel steering angle and the target rear wheel steering angle. When the mean within a cycle is greater than a preset mean threshold, it is determined that the response of the rear wheel steering angle is lagging.

[0099] The variance of multiple corner deviations within a period can reflect the accuracy of multiple corner deviations. When the variance is smaller, it means that the deviation between the multiple corner deviations and the mean is smaller, that is, the data of the multiple corner deviations is more accurate. When the variance within the period is less than the preset variance threshold, it is determined that the data of the multiple corner deviations is accurate.

[0100] When the mean value within the period is greater than the preset mean threshold and the variance is less than the preset variance threshold, it indicates that a rear wheel steering angle response lag occurs when multiple steering angle deviation data are accurate, and it is determined that a jam occurs, and the number of jam occurrences is updated.

[0101] For example, the multiple cycles include historical cycles and current cycles. In the historical cycle, the number of stuck occurrences is recorded as 2. In the current cycle, when the mean of the multiple corner deviations is greater than a preset mean threshold and the variance is less than a preset variance threshold, the number of stuck occurrences is updated to 3.

[0102] Step 1023B: in response to determining that the mean is less than or equal to a preset mean threshold or the variance is greater than or equal to a preset variance threshold, and the number of jam occurrences is updated in the previous cycle, the number of jam disappearances is updated.

[0103] In specific implementation, when the mean value within the cycle is less than or equal to the preset mean threshold or the variance is greater than or equal to the preset variance threshold, and the number of jamming occurrences is updated in the previous cycle, it means that jamming occurred in the previous cycle but there was no rear wheel steering angle response lag or inaccurate data in the cycle, then it is determined that the jam has disappeared and the number of jamming disappearances is updated.

[0104] For example, the multiple cycles include historical cycles and current cycles. In the historical cycle, the number of stuck occurrences is recorded as 2 times, and the number of stuck disappearances is recorded as 1 time. In the current cycle, when the mean of the multiple corner deviations is less than or equal to the preset mean threshold or the variance is greater than or equal to the preset variance threshold, and the number of stuck occurrences is updated in the previous cycle, the number of stuck disappearances is updated to 2 times.

[0105] Step 1023C, determining a stuck coefficient according to the number of stuck occurrences and the number of stuck disappearances.

[0106] In specific implementation, an increase gradient corresponding to the number of occurrences of jamming and a decrease gradient corresponding to the number of disappearances of jamming are preset. In order to ensure safety, the increase gradient is much greater than the decrease gradient.

[0107] The stuck coefficient is determined according to the number of stuck occurrences, the increase gradient, the number of stuck disappearances and the decrease gradient. Specifically, the stuck coefficient = the number of stuck occurrences × the increase gradient - the number of stuck disappearances × the decrease gradient.

[0108] Through the above scheme, when the mean value in a cycle is greater than the preset mean threshold and the variance is less than the preset variance threshold, it can be accurately judged that the multiple corner deviation data are accurate and the phenomenon of rear wheel corner response lag occurs, and the number of occurrences of stagnation is updated. When the mean value in a cycle is less than or equal to the preset mean threshold or the variance is greater than or equal to the preset variance threshold, and the number of occurrences of stagnation is updated in the previous cycle, it can be accurately judged that stagnation occurred in the previous cycle but there was no phenomenon of rear wheel corner response lag in the cycle or there was inaccurate data, and the number of disappearances of stagnation is updated. In this way, the number of occurrences of stagnation and the number of disappearances of stagnation can be accurately determined, and the stagnation coefficient can be accurately determined according to the number of occurrences of stagnation and the number of disappearances of stagnation, so as to judge whether there is damping-type stagnation in the preset corner area according to the stagnation coefficient.

[0109] In some embodiments, the target rear wheel parameter includes a target rear wheel speed, and the actual rear wheel parameter includes an actual rear wheel speed; step 102 includes:

[0110] Step 102A: determining a speed deviation between the target rear wheel speed and the actual rear wheel speed for each of the plurality of time instants.

[0111] In specific implementation, the multiple moments include historical moments and the current moment. The target rear wheel speed and the actual rear wheel speed at the current moment are determined. The target rear wheel speed and the actual rear wheel speed are subjected to difference processing to obtain a speed deviation. Specifically, the speed deviation = target rear wheel speed - actual rear wheel speed.

[0112] Step 102B, in response to determining that the rotation speed deviation is greater than a preset first rotation speed deviation threshold, obtaining a critical rotation angle value at which a jam occurs, and updating the number of jam occurrences.

[0113] In a specific implementation, the first rotation speed deviation threshold is used to determine whether there is a phenomenon of poor response of the rear wheel steering angle of the vehicle.

[0114] When the speed deviation is greater than a preset first speed deviation threshold, indicating that the rear wheel steering angle response is deteriorated within the rear wheel steering angle request range at the current moment, it is determined that a jam occurs, and the number of jam occurrences is updated.

[0115] At the same time, a critical turning angle value for occurrence of a stuck state is obtained, which is a rear wheel turning angle request received when a rear wheel turning angle response degradation phenomenon occurs. Specifically, the rear wheel turning angle request at the current moment is obtained and used as the critical turning angle value.

[0116] For example, the multiple moments include historical moments and the current moment. In the historical moments, the number of occurrences of the jam is recorded as 2. At the current moment, when the speed deviation is greater than the preset first speed deviation threshold, the rear wheel angle request at the current moment is used as the critical angle value, and the number of occurrences of the jam is updated to 3.

[0117] Step 102C: in response to determining that the speed deviation is less than or equal to a preset first speed deviation threshold and the number of jam occurrences is updated at the last moment, updating the number of jam disappearances.

[0118] In specific implementation, when the speed deviation is less than or equal to the preset first speed deviation threshold and the number of jamming occurrences is updated at the previous moment, it means that jamming occurred at the previous moment but there is no phenomenon of rear wheel steering angle response deterioration within the rear wheel steering angle request range at the current moment, then it is determined that the jamming disappears and the number of jamming disappearances is updated.

[0119] For example, the multiple moments include historical moments and the current moment. In the historical moment, the number of jams recorded is 3 times, and the number of jams disappeared is 2 times. At the current moment, when the speed deviation is less than or equal to the preset first speed deviation threshold and the number of jams is updated at the previous moment, the number of jams disappeared is updated to 3 times.

[0120] Step 102D: determining a sticking coefficient according to the critical rotation angle value, the number of sticking occurrences, and the number of sticking disappearances.

[0121] In specific implementation, the jam characteristic parameter at the current moment is determined according to the critical turning angle value and the number of jam occurrences. The jam characteristic parameter at the current moment and the jam characteristic parameter at the historical moment are summed to obtain the target jam characteristic parameter. Among them, the jam characteristic parameter at the current moment = the number of jam occurrences / critical turning angle value.

[0122] An increasing gradient corresponding to the number of occurrences of a jam and a decreasing gradient corresponding to the number of disappearances of a jam are preset. To ensure safety, the increasing gradient is much greater than the decreasing gradient.

[0123] The stuck coefficient is determined according to the target stuck characteristic parameter, the number of stuck occurrences, the increase gradient, the number of stuck disappearances and the decrease gradient. Specifically, the stuck coefficient = target stuck characteristic parameter + the number of stuck occurrences × the increase gradient - the number of stuck disappearances × the decrease gradient.

[0124] Step 102E: in response to determining that the sticking coefficient is greater than a preset second sticking coefficient threshold, determining that the corner sticking type is a jumping sticking type.

[0125] In a specific implementation, the bouncing type of lag is manifested as poor responsiveness of the rear wheel steering at a specific angle position or range.

[0126] When the sticking coefficient is greater than a preset second sticking coefficient threshold, it indicates that the rear wheel steering angle response deterioration phenomenon occurs multiple times within the rear wheel steering angle request range at the current moment, thereby determining that the steering angle sticking type is a jumping type sticking.

[0127] According to the above scheme, when the speed deviation is greater than the preset first speed deviation threshold, it is possible to accurately determine that the phenomenon of rear wheel angle response degradation occurs within the rear wheel angle request range at the current moment, and update the number of occurrences of stagnation. When the speed deviation is less than or equal to the preset first speed deviation threshold and the number of occurrences of stagnation is updated at the previous moment, it is possible to accurately determine that the phenomenon of rear wheel angle response degradation occurs at the previous moment but does not exist at the current moment, and update the number of disappearances of stagnation. In this way, the number of occurrences of stagnation and the number of disappearances of stagnation can be accurately determined, and the stagnation coefficient can be accurately determined according to the number of occurrences of stagnation and the number of disappearances of stagnation, so as to determine whether there is a jumping type stagnation according to the stagnation coefficient. When the stagnation coefficient is greater than the second stagnation coefficient threshold, it means that the phenomenon of rear wheel angle response degradation occurs multiple times within the rear wheel angle request range at the current moment, and thus it is determined that there is a jumping type stagnation.

[0128] In some embodiments, the target rear wheel parameters include a target rear wheel steering angle and a target rear wheel speed, and the actual rear wheel parameters include an actual rear wheel steering angle and an actual rear wheel speed; step 102 includes:

[0129] Step 102a, for each of the plurality of moments, determining a steering angle deviation between the target rear wheel steering angle and the actual rear wheel steering angle, and determining a speed deviation between the target rear wheel speed and the actual rear wheel speed.

[0130] In a specific implementation, the multiple moments include historical moments and the current moment. The target rear wheel turning angle and the actual rear wheel turning angle at the current moment are determined. The target rear wheel turning angle and the actual rear wheel turning angle are subjected to difference processing to obtain a turning angle deviation. Specifically, the turning angle deviation = the target rear wheel turning angle - the actual rear wheel turning angle.

[0131] Determine the target rear wheel speed and the actual rear wheel speed at the current moment. Perform difference processing on the target rear wheel speed and the actual rear wheel speed to obtain a speed deviation. Specifically, speed deviation = target rear wheel speed - actual rear wheel speed.

[0132] Step 102b: in response to determining that the rotation angle deviation is greater than a preset rotation angle deviation threshold or the rotation speed deviation is greater than a preset second rotation speed deviation threshold, updating the number of occurrences of the jam.

[0133] In a specific implementation, the second speed deviation threshold is used to determine whether the rear wheel steering angle of the vehicle has an irregular response or no response. The second speed deviation threshold is greater than the first speed deviation threshold.

[0134] When the steering angle deviation is greater than the preset steering angle deviation threshold, it indicates that the rear wheel steering angle response is irregular or unresponsive at the current moment, and then it is determined that a jam occurs, and the number of jam occurrences is updated. Alternatively, when the speed deviation is greater than the preset second speed deviation threshold, it indicates that the rear wheel steering angle response is irregular or unresponsive at the current moment, and then it is determined that a jam occurs, and the number of jam occurrences is updated.

[0135] For example, the multiple moments include historical moments and the current moment. In the historical moments, the number of stuck occurrences is recorded as 2. At the current moment, when the angle deviation is greater than a preset angle deviation threshold, the number of stuck occurrences is updated to 3; or when the speed deviation is greater than a preset second speed deviation threshold, the number of stuck occurrences is updated to 3.

[0136] Step 102c: in response to determining that the number of occurrences of the jam has reached a preset number threshold, determining that the corner jam type is a damage-type jam.

[0137] In specific implementation, damage-type jamming manifests itself as irregular response or no response and damage to the steering system.

[0138] When the number of occurrences of the jam reaches a preset number threshold, it indicates that the rear wheel steering angle has been irregularly or unresponsive for multiple times at the current moment, thereby determining that the type of steering jam is damage-type jam.

[0139] When the corner jam type is a damage jam due to damage to the steering system, the jam processing method corresponding to the damage jam is to directly disable the rear wheel steering function and not respond to the received rear wheel steering request.

[0140] Through the above scheme, when the angle deviation is greater than the preset angle deviation threshold or the speed deviation is greater than the preset second speed deviation threshold, it can be accurately determined that the rear wheel angle response is irregular or unresponsive at the current moment, and the number of jamming occurrences is updated. When the number of jamming occurrences reaches the preset number threshold, it means that the rear wheel angle response is irregular or unresponsive multiple times at the current moment, thereby determining that there is a jumping type jam. When the type of angle jamming is a damage type jamming, the rear wheel steering function is directly disabled, thereby eliminating the damage type jamming and ensuring vehicle safety.

[0141] In some embodiments, after step 102, the method includes:

[0142] Step 102M, in response to determining that the corner jam type is damping jam or bouncing jam, obtain vehicle parameter information of the vehicle within a preset time period; wherein the vehicle parameter information includes at least one of the following: slip rate, lateral and longitudinal acceleration, road adhesion coefficient and pitch angle.

[0143] Step 102N: in response to determining that the slip ratio is greater than a preset slip ratio threshold, determining that the corner sticking type is a road interference type sticking.

[0144] Alternatively, in step 102O, in response to determining that the rate of change of the lateral and longitudinal accelerations is greater than a preset acceleration change threshold, determining that the corner jamming type is a road interference jamming type.

[0145] Alternatively, in step 102P, in response to determining that the rate of change of the road adhesion coefficient is greater than a preset adhesion coefficient change threshold, determining that the corner sticking type is a road interference type sticking.

[0146] Alternatively, in step 102Q, in response to determining that the pitch angle change rate is greater than a preset pitch angle change threshold, determining that the corner stuck type is a road interference type stuck.

[0147] In specific implementation, after determining that the corner jamming type is damping type jamming or bouncing type jamming, in order to further eliminate the situation where the rear wheel corner jamming is caused by road interference, vehicle parameter information of the vehicle within a preset time length is obtained, and based on the vehicle parameter information within the preset time length, it is determined whether the corner jamming type is road interference type jamming.

[0148] When the slip rate is greater than the preset slip rate threshold, it means that the vehicle is in a slipping state due to road interference, and the corner jam type is determined to be road interference jam. Alternatively, when the rate of change of the lateral and longitudinal acceleration is greater than the preset acceleration change threshold, it means that the vehicle is disturbed by the road surface, resulting in a sudden change in the lateral and longitudinal acceleration, and the corner jam type is determined to be road interference jam. Alternatively, when the rate of change of the road adhesion coefficient is greater than the preset adhesion coefficient change threshold, it means that the vehicle is disturbed by the road surface, resulting in a sudden change in the road adhesion coefficient, and the corner jam type is determined to be road interference jam. Alternatively, when the rate of change of the pitch angle is greater than the preset pitch angle change threshold, it means that the vehicle is disturbed by the road surface, resulting in a sudden change in the pitch angle, and the corner jam type is determined to be road interference jam.

[0149] The symptoms of road interference type jamming are similar to damping type jamming, jumping type jamming and damage type jamming, but the occurrence range is smaller and it does not recur.

[0150] When the corner jam type is road interference jam, and the rear wheel corner jam is caused by the current road surface, the jam handling method corresponding to the road surface interference jam is not set; or, the jam handling method corresponding to the road surface interference jam is to prompt the driver not to perform steering operations on the current road surface, and there will be no rear wheel corner jam when the vehicle turns on other roads.

[0151] Through the above scheme, after detecting damping type jamming or jumping type jamming, by judging the vehicle parameter information within a preset time, it is possible to accurately judge whether the corner jamming type is road interference type jamming. According to the slip rate, lateral and longitudinal acceleration, road adhesion coefficient and pitch angle, it is possible to accurately judge whether the rear wheel corner of the vehicle is jammed due to road interference.

[0152] In some embodiments, step 103 includes:

[0153] Step 1031 , in response to determining that the corner sticking type is damping sticking, obtaining a sticking coefficient and a current activation vehicle speed threshold.

[0154] Step 1032: Determine an updated activation speed threshold based on the hysteresis coefficient and the current activation speed threshold; wherein the updated activation speed threshold is less than the current activation speed threshold.

[0155] Step 1033 , in response to determining that the current vehicle speed is greater than or equal to the update activation vehicle speed threshold, not responding to the received rear wheel steering request to eliminate damping type sticking.

[0156] In specific implementation, the damping type hysteresis is manifested as a relatively consistent lag in the rear wheel steering angle. After receiving the rear wheel steering request, the greater the current vehicle speed, the more obvious the phenomenon of the rear wheel steering angle. Therefore, the damping type hysteresis is eliminated by limiting the activation vehicle speed threshold for responding to the rear wheel steering request.

[0157] Specifically, when the corner hysteresis type is damping type hysteresis, the current activation vehicle speed threshold is restricted according to the hysteresis coefficient to obtain an updated activation vehicle speed threshold, wherein the larger the hysteresis coefficient, the smaller the updated activation vehicle speed threshold. When the current vehicle speed is greater than or equal to the updated activation vehicle speed threshold, the received rear wheel steering request is not responded to eliminate the damping type hysteresis.

[0158] For example, before eliminating damping-type jamming, the current activation speed threshold is 20km / h. When the current speed is less than 20km / h, the vehicle is controlled to steer in response to the received rear-wheel steering request, but damping-type jamming may occur. The determined updated activation speed threshold is 10km / h. When the current speed is less than 10km / h, the vehicle is controlled to steer in response to the received rear-wheel steering request, and damping-type jamming will not occur; when the current speed is greater than or equal to 10km / h, the received rear-wheel steering request is not responded to, thereby eliminating damping-type jamming.

[0159] Through the above scheme, the hysteresis coefficient can accurately reflect the number of occurrences and disappearances of damping-type hysteresis. The current activation vehicle speed threshold is limited according to the hysteresis coefficient, and the current activation vehicle speed threshold can be limited according to the number of occurrences and disappearances of damping-type hysteresis, so that the updated activation vehicle speed threshold is more accurate. When the current vehicle speed is greater than the updated activation vehicle speed threshold, the received rear wheel steering request is not responded to, so that the damping-type hysteresis can be eliminated.

[0160] In some embodiments, step 103 includes:

[0161] Step 103A, in response to determining that the steering angle sticking type is a jumping type sticking, determining a critical steering angle value at which a jumping type sticking occurs.

[0162] Step 103B, in response to determining that the received rear wheel steering angle request is greater than or equal to the critical steering angle value, not responding to the received rear wheel steering request to eliminate the bouncing type of stuck.

[0163] In specific implementation, the bouncing type hysteresis is manifested as poor responsiveness of the rear wheel steering at a specific angle position or range. After receiving a rear wheel steering request, when the rear wheel steering angle request is greater than or equal to the critical steering angle value, there will be bouncing type hysteresis when controlling the vehicle steering. Therefore, bouncing type hysteresis is eliminated by limiting the rear wheel steering angle of the vehicle steering.

[0164] Specifically, when the steering angle jam type is a bouncing jam, a critical steering angle value for bouncing jam is determined. When the received rear wheel steering angle request is greater than or equal to the critical steering angle value, the received rear wheel steering request is not responded to eliminate the bouncing jam.

[0165] For example, before eliminating the bouncing type jam, the critical angle value is 20 degrees. When the received rear wheel angle request is greater than or equal to 20 degrees, the vehicle is controlled to steer in response to the received rear wheel steering request, but the bouncing type jam will occur. Therefore, when the received rear wheel angle request is less than 20 degrees, the received rear wheel steering request is responded to and the vehicle is controlled to steer, and the bouncing type jam will not occur; when the received rear wheel angle request is greater than or equal to 20 degrees, the received rear wheel steering request is not responded to, thereby eliminating the bouncing type jam.

[0166] Through the above scheme, the critical angle value for the occurrence of the bouncing type jam is determined, and when the rear wheel steering angle request is greater than or equal to the critical angle value, the control of the vehicle steering will cause the bouncing type jam. Therefore, when the received rear wheel steering angle request is greater than or equal to the critical angle value, the received rear wheel steering request is not responded to, so that the bouncing type jam can be eliminated.

[0167] Through the above embodiment, when the rear wheel angle is detected to be stuck when the vehicle is turning, the target rear wheel parameter and the actual rear wheel parameter are obtained. According to the target rear wheel parameter and the actual rear wheel parameter, the type of the stuck angle is determined. In this way, the type of the stuck angle can be accurately determined according to the target rear wheel parameter and the actual rear wheel parameter, avoiding misjudgment of the stuck rear wheel angle and unnecessary reduction in vehicle drivability. The stuck processing method corresponding to the stuck angle type is determined, and the detected stuck rear wheel angle is eliminated according to the stuck processing method. In this way, the stuck processing method can be accurately determined according to the stuck angle type, thereby accurately eliminating the stuck rear wheel angle and avoiding the problem that the vehicle cannot turn due to the stuck rear wheel angle.

[0168] It should be noted that the embodiments of the present disclosure may be further described in the following manner:

[0169] 1. Define the characteristic parameters of stuck:

[0170] (1) Damping type lag, which is manifested as a relatively consistent lag in the rear wheel steering angle.

[0171] (2) Jump-type lag, which is manifested as poor responsiveness of the rear wheel steering at a specific angle position or range.

[0172] (3) Damage-type jamming, characterized by irregular response or no response, and steering system damage.

[0173] (4) Road interference type jams, which manifest themselves similarly to the other jams mentioned above, but occur over a smaller area and do not recur.

[0174] 2. Determination of the type of jam:

[0175] (1) According to the target rear wheel steering angle, a plurality of preset steering angle regions (e.g., small steering angle, medium steering angle, and large steering angle) are divided, wherein the plurality of preset steering angle regions are set according to actual conditions and the number is not limited to three. The steering angle deviation between the target rear wheel steering angle and the actual rear wheel steering angle is monitored and recorded for a continuous preset period. The mean and variance of the recorded steering angle deviations are calculated. When the mean is greater than the mean threshold and the variance is less than the variance threshold, it is determined that there is a damping jamming phenomenon in the preset steering angle region. A jamming coefficient (damping jamming suspicion factor) is output according to the number of jamming occurrences. The greater the number of jamming occurrences, the greater the jamming coefficient. When the damping jamming phenomenon disappears in the preset steering angle region before the previous monitoring, the number of jamming disappearances is recorded. The greater the number of jamming disappearances, the smaller the jamming coefficient. In addition, in order to ensure safety, the increasing gradient of the jamming coefficient with the increasing number of jamming occurrences is much greater than the decreasing gradient with the decreasing number of jamming disappearances. When the jamming coefficient is greater than the preset first jamming coefficient threshold, it is determined that the steering jamming type in the preset steering angle region is damping jamming.

[0176] (2) Monitor the speed deviation between the target rear wheel speed and the actual rear wheel speed, record the number of times the speed deviation causes a jam, the characteristic parameter of the jerking jam = the number of jams / critical turning angle value, and continuously record the characteristic parameter j of the jerking jam. Determine the jam coefficient = ∑j. The more jams occur, the greater the jam coefficient (jumping jam suspicion factor). When the critical turning angle value at which the jerking jam disappears before the jerking jam disappears, record the number of jam disappearances. The more jams disappear, the smaller the jam coefficient. To ensure safety, the increasing gradient of the jam coefficient with the increasing number of jams is much greater than the decreasing gradient with the decreasing number of jam disappearances. When the jam coefficient is greater than the preset second jam coefficient threshold, the corner jam type is determined to be jerking jam.

[0177] (3) Monitor and record the angle deviation between the target rear wheel angle and the actual rear wheel angle, and monitor and record the speed deviation between the target rear wheel speed and the actual rear wheel speed. When the angle deviation is greater than a preset angle deviation threshold or the speed deviation is greater than a preset second speed deviation threshold, the number of occurrences of the jam is recorded. When the number of occurrences of the jam reaches the preset number threshold, the type of the corner jam is determined to be damage-type jam.

[0178] (4) If damping-type jamming or bouncing-type jamming is recorded, but the vehicle is monitored to have slippage or sudden changes in lateral and longitudinal acceleration or sudden changes in road adhesion coefficient or sudden changes in pitch angle within the same time period, the corner jamming type is determined to be road interference-type jamming.

[0179] If damping-type jamming or bouncing-type jamming occurs again but does not meet the judgment conditions for road surface interference-type jamming, then road surface interference-type jamming is eliminated.

[0180] 3. Control and treatment methods for stuck:

[0181] (1) For damping type hysteresis, the activation speed threshold (maximum available speed) that limits the rear wheel steering angle is updated. The larger the hysteresis coefficient, the smaller the activation speed threshold is updated.

[0182] (2) For bouncing type of jamming, the response range of the rear wheel steering angle is limited according to the critical steering angle value at which bouncing type of jamming occurs, and the response range does not exceed the critical steering angle value at which bouncing type of jamming occurs, until the jamming coefficient disappears.

[0183] (3) For damage-type jams, simply disable the rear-wheel steering function.

[0184] (4) There are no restrictions for the time being for road interference-type jams.

[0185] Through the above embodiments, the rear wheel steering function has a high safety level. If the steering system is stuck, the use of the rear wheel steering function will be greatly affected. By accurately judging the type of rear wheel steering angle stuck, and eliminating the rear wheel angle stuck according to the corresponding stuck processing method, it is possible to avoid misjudgment of rear wheel angle stuck, thereby avoiding unnecessary vehicle drivability degradation and vehicle outage.

[0186] It should be noted that the method of the embodiment of the present disclosure can be performed by a single device, such as a computer or a server. The method of the present embodiment can also be applied in a distributed scenario and completed by multiple devices cooperating with each other. In the case of such a distributed scenario, one of the multiple devices can only perform one or more steps in the method of the embodiment of the present disclosure, and the multiple devices will interact with each other to complete the described method.

[0187] It should be noted that the above describes some embodiments of the present disclosure. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recorded in the claims can be performed in an order different from that in the above embodiments and still achieve the desired results. In addition, the processes depicted in the accompanying drawings do not necessarily require the specific order or continuous order shown to achieve the desired results. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0188] Based on the same inventive concept, corresponding to any of the above-mentioned embodiment methods, the present disclosure also provides a device for processing vehicle steering angle jam.

[0189] refer to Figure 2 The vehicle steering angle jamming processing device comprises:

[0190] An acquisition module 201 is configured to acquire target rear wheel parameters and actual rear wheel parameters in response to determining that a rear wheel steering angle is stuck when the vehicle is turning;

[0191] A determination module 202 is configured to determine a corner sticking type according to the target rear wheel parameter and the actual rear wheel parameter;

[0192] The processing module 203 is configured to determine a jam processing method corresponding to the corner jam type, and perform elimination processing on the detected rear wheel corner jam according to the jam processing method.

[0193] In some embodiments, the target rear wheel parameter includes a target rear wheel steering angle, and the actual rear wheel parameter includes an actual rear wheel steering angle; the determination module 202 includes:

[0194] a turning angle deviation determining unit configured to determine, for each of a plurality of cycles, a turning angle deviation between a target rear wheel turning angle and an actual rear wheel turning angle at each moment in the cycle, and to determine a mean and a variance of the plurality of turning angle deviations in the cycle;

[0195] a preset turning angle area determining unit, configured to determine the preset turning angle area to which the cycle belongs according to a plurality of target rear wheel turning angles of the cycle;

[0196] A first hysteresis coefficient determination unit is configured to determine, for each preset corner region, a hysteresis coefficient corresponding to the preset corner region according to all means and variances of the cycles corresponding to the preset corner region;

[0197] The damping type sticking determination unit is configured to determine that the corner sticking type in a preset corner region is damping type sticking in response to determining that the sticking coefficient is greater than a preset first sticking coefficient threshold.

[0198] In some embodiments, the first stuck coefficient determining unit includes:

[0199] A first stuck occurrence number updating subunit is configured to update the stuck occurrence number for each of the multiple cycles in response to determining that the mean value in the cycle is greater than a preset mean threshold value and the variance is less than a preset variance threshold value;

[0200] A first jam disappearance times updating subunit is configured to update the jam disappearance times in response to determining that the mean is less than or equal to a preset mean threshold or the variance is greater than or equal to a preset variance threshold, and the jam occurrence times are updated in the previous cycle;

[0201] The first stuck coefficient determining subunit is configured to determine a stuck coefficient according to the stuck occurrence times and the stuck disappearance times.

[0202] In some embodiments, the target rear wheel parameter includes a target rear wheel speed, and the actual rear wheel parameter includes an actual rear wheel speed; the determination module 202 includes:

[0203] a rotation speed deviation determining unit configured to determine, for each of a plurality of moments, a rotation speed deviation between a target rear wheel rotation speed and an actual rear wheel rotation speed;

[0204] A second jam occurrence number updating unit is configured to obtain a critical rotation angle value at which jam occurs and update the jam occurrence number in response to determining that the rotation speed deviation is greater than a preset first rotation speed deviation threshold;

[0205] A second jam disappearance number updating unit is configured to update the jam disappearance number in response to determining that the speed deviation is less than or equal to a preset first speed deviation threshold and the jam occurrence number is updated at the last moment;

[0206] a second stuck coefficient determining unit, configured to determine a stuck coefficient according to the critical rotation angle value, the stuck occurrence times and the stuck disappearance times;

[0207] The jumping type sticking determination unit is configured to determine that the corner sticking type is a jumping type sticking in response to determining that the sticking coefficient is greater than a preset second sticking coefficient threshold.

[0208] In some embodiments, the target rear wheel parameters include a target rear wheel steering angle and a target rear wheel speed, and the actual rear wheel parameters include an actual rear wheel steering angle and an actual rear wheel speed; the determination module 202 includes:

[0209] a deviation parameter determination unit configured to determine, for each of a plurality of moments, a steering angle deviation between a target rear wheel steering angle and an actual rear wheel steering angle, and to determine a speed deviation between a target rear wheel speed and an actual rear wheel speed;

[0210] A third jam occurrence number updating unit is configured to update the jam occurrence number in response to determining that the rotation angle deviation is greater than a preset rotation angle deviation threshold or the rotation speed deviation is greater than a preset second rotation speed deviation threshold;

[0211] The damage type jamming determination unit is configured to determine that the corner jamming type is a damage type jamming in response to determining that the jamming occurrence frequency reaches a preset frequency threshold.

[0212] In some embodiments, after determining the corner sticking type according to the target rear wheel parameter and the actual rear wheel parameter, the apparatus includes:

[0213] A vehicle parameter information acquisition module is configured to acquire vehicle parameter information of the vehicle within a preset time period in response to determining that the corner sticking type is damping type sticking or bouncing type sticking; wherein the vehicle parameter information includes at least one of the following: slip rate, lateral and longitudinal acceleration, road adhesion coefficient and pitch angle;

[0214] a first road surface interference type jam determination module configured to determine that the corner jam type is a road surface interference type jam in response to determining that the slip ratio is greater than a preset slip ratio threshold; or

[0215] a second road interference type jam determination module configured to determine that the corner jam type is a road interference type jam in response to determining that the rate of change of the lateral and longitudinal accelerations is greater than a preset acceleration change threshold; or

[0216] A third road interference type jamming determination module is configured to determine that the corner jamming type is a road interference type jamming in response to determining that the change rate of the road adhesion coefficient is greater than a preset adhesion coefficient change threshold; or

[0217] The fourth road interference type jamming determination module is configured to determine that the corner jamming type is a road interference type jamming in response to determining that the pitch angle change rate is greater than a preset pitch angle change threshold.

[0218] In some embodiments, the processing module 203 includes:

[0219] a current activation vehicle speed threshold value acquisition unit, configured to acquire a sticking coefficient and a current activation vehicle speed threshold value in response to determining that the corner sticking type is a damping type sticking;

[0220] an update activation vehicle speed threshold determination unit, configured to determine an update activation vehicle speed threshold based on the hysteresis coefficient and the current activation vehicle speed threshold; wherein the update activation vehicle speed threshold is less than the current activation vehicle speed threshold;

[0221] The damping type jam elimination processing unit is configured to, in response to determining that the current vehicle speed is greater than or equal to the update activation vehicle speed threshold, not respond to the received rear wheel steering request to eliminate the damping type jam.

[0222] In some embodiments, the processing module 203 includes:

[0223] a critical rotation angle value determining unit, configured to determine a critical rotation angle value at which a jumping type of sticking occurs in response to determining that the rotation angle sticking type is a jumping type of sticking;

[0224] The bouncing type jam elimination processing unit is configured to, in response to determining that the received rear wheel steering angle request is greater than or equal to the critical steering angle value, not respond to the received rear wheel steering request to eliminate the bouncing type jam.

[0225] For the convenience of description, the above device is described by dividing it into various modules according to its functions. Of course, when implementing the present disclosure, the functions of each module can be implemented in the same or multiple software and / or hardware.

[0226] The device of the above embodiment is used to implement the corresponding vehicle steering angle jam processing method in any of the above embodiments, and has the beneficial effects of the corresponding method embodiment, which will not be repeated here.

[0227] Based on the same inventive concept, corresponding to any of the above-mentioned embodiments and methods, the present disclosure also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein when the processor executes the program, the method for processing the steering angle jam of the vehicle described in any of the above embodiments is implemented.

[0228] Figure 3 A more specific schematic diagram of the hardware structure of an electronic device provided in this embodiment is shown, and the device may include: a processor 1010, a memory 1020, an input / output interface 1030, a communication interface 1040, and a bus 1050. The processor 1010, the memory 1020, the input / output interface 1030, and the communication interface 1040 are connected to each other through the bus 1050 in the device.

[0229] The processor 1010 can be implemented by a general-purpose CPU (Central Processing Unit), a microprocessor, an application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided in the embodiments of this specification.

[0230] The memory 1020 may be implemented in the form of ROM (Read Only Memory), RAM (Random Access Memory), static storage device, dynamic storage device, etc. The memory 1020 may store an operating system and other application programs. When the technical solutions provided in the embodiments of this specification are implemented by software or firmware, the relevant program codes are stored in the memory 1020 and are called and executed by the processor 1010.

[0231] The input / output interface 1030 is used to connect the input / output module to realize information input and output. The input / output module can be configured in the device as a component (not shown in the figure), or it can be externally connected to the device to provide corresponding functions. The input device may include a keyboard, a mouse, a touch screen, a microphone, various sensors, etc., and the output device may include a display, a speaker, a vibrator, an indicator light, etc.

[0232] The communication interface 1040 is used to connect a communication module (not shown in the figure) to realize communication interaction between the device and other devices. The communication module can realize communication through wired means (such as USB (Universal Serial Bus), network cable, etc.) or wireless means (such as mobile network, WIFI (Wireless Fidelity), Bluetooth, etc.).

[0233] The bus 1050 includes a path that transmits information between the various components of the device (eg, the processor 1010 , the memory 1020 , the input / output interface 1030 , and the communication interface 1040 ).

[0234] It should be noted that, although the above device only shows the processor 1010, the memory 1020, the input / output interface 1030, the communication interface 1040 and the bus 1050, in the specific implementation process, the device may also include other components necessary for normal operation. In addition, it can be understood by those skilled in the art that the above device may also only include the components necessary for implementing the embodiments of the present specification, and does not necessarily include all the components shown in the figure.

[0235] The electronic device of the above embodiment is used to implement the corresponding vehicle steering angle jam processing method in any of the above embodiments, and has the beneficial effects of the corresponding method embodiment, which will not be repeated here.

[0236] Based on the same inventive concept, corresponding to any of the above-mentioned embodiment methods, the present disclosure also provides a non-transitory computer-readable storage medium, wherein the non-transitory computer-readable storage medium stores computer instructions, and the computer instructions are used to enable the computer to execute the vehicle steering angle jam processing method as described in any of the above embodiments.

[0237] The computer-readable medium of this embodiment includes permanent and non-permanent, removable and non-removable media, and information storage can be implemented by any method or technology. Information can be computer-readable instructions, data structures, modules of programs, or other data. Examples of computer storage media include, but are not limited to, phase change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technology, read-only compact disk read-only memory (CD-ROM), digital versatile disk (DVD) or other optical storage, magnetic cassettes, tape disk storage or other magnetic storage devices or any other non-transmission media that can be used to store information that can be accessed by a computing device.

[0238] The computer instructions stored in the storage medium of the above embodiment are used to enable the computer to execute the vehicle steering angle jam processing method as described in any of the above embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0239] Based on the same inventive concept, corresponding to any of the above-mentioned embodiments and methods, the present application also provides a vehicle, including a vehicle steering angle jam processing device, or an electronic device, or a storage medium in the above-mentioned embodiments, and the vehicle equipment implements the vehicle steering angle jam processing method described in any of the above embodiments.

[0240] The vehicle of the above-mentioned embodiment is used to implement the method for handling vehicle steering corner jamming described in any of the above-mentioned embodiments, and has the beneficial effects of the corresponding method embodiments, which will not be described in detail here.

[0241] Those skilled in the art should understand that the discussion of any of the above embodiments is merely illustrative and is not intended to imply that the scope of the present disclosure is limited to these examples. Based on the concept of the present disclosure, the technical features in the above embodiments or different embodiments may be combined, the steps may be implemented in any order, and there are many other variations of the different aspects of the embodiments of the present disclosure as described above, which are not provided in detail for the sake of simplicity.

[0242] In addition, to simplify the description and discussion, and in order not to obscure the embodiments of the present disclosure, known power / ground connections to integrated circuit (IC) chips and other components may or may not be shown in the provided figures. In addition, devices may be shown in the form of block diagrams to avoid obscuring the embodiments of the present disclosure, and this also takes into account the fact that the details of the implementation of these block diagram devices are highly dependent on the platform on which the embodiments of the present disclosure are to be implemented (i.e., these details should be fully within the scope of understanding of those skilled in the art). Where specific details (e.g., circuits) are set forth to describe exemplary embodiments of the present disclosure, it is apparent to those skilled in the art that the embodiments of the present disclosure may be implemented without these specific details or with variations in these specific details. Therefore, these descriptions should be considered illustrative rather than restrictive.

[0243] Although the present disclosure has been described in conjunction with specific embodiments of the present disclosure, many alternatives, modifications and variations of these embodiments will be apparent to those skilled in the art from the foregoing description. For example, other memory architectures (e.g., dynamic RAM (DRAM)) may use the discussed embodiments.

[0244] The embodiments of the present disclosure are intended to cover all such substitutions, modifications and variations that fall within the broad scope of the present disclosure. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the embodiments of the present disclosure should be included in the scope of protection of the present disclosure.

Claims

1. A method for processing vehicle steering corner stagnation, characterized in that: The method comprises: In response to determining that a rear wheel angle is stuck when the vehicle is turning, acquiring a target rear wheel parameter and an actual rear wheel parameter; determining a corner sticking type according to the target rear wheel parameter and the actual rear wheel parameter; Determining a jam processing method corresponding to the corner jam type, and performing elimination processing on the detected rear wheel corner jam according to the jam processing method; The determining of a jam processing method corresponding to the corner jam type and performing elimination processing on the detected rear wheel corner jam according to the jam processing method includes: In response to determining that the rotation angle sticking type is a jumping type sticking, determining a critical rotation angle value at which the jumping type sticking occurs; In response to determining that the received rear wheel steering angle request is greater than or equal to the critical steering angle value, the received rear wheel steering request is not responded to to eliminate the bouncing type sticking.

2. The method according to claim 1, characterized in that The target rear wheel parameters include a target rear wheel turning angle, and the actual rear wheel parameters include an actual rear wheel turning angle; The determining the corner sticking type according to the target rear wheel parameter and the actual rear wheel parameter comprises: For each of the multiple cycles, determining a steering angle deviation between a target rear wheel steering angle and an actual rear wheel steering angle at each moment in the cycle, and determining a mean and a variance of the multiple steering angle deviations in the cycle; Determining a preset turning angle area to which the cycle belongs according to a plurality of target rear wheel turning angles of the cycle; For each preset corner region, determining a hysteresis coefficient corresponding to the preset corner region according to all means and variances of the cycles corresponding to the preset corner region; In response to determining that the sticking coefficient is greater than a preset first sticking coefficient threshold, it is determined that the corner sticking type in a preset corner region is a damping type sticking.

3. The method according to claim 2, characterized in that The determining the hysteresis coefficient corresponding to the preset corner area according to all means and variances of the cycles corresponding to the preset corner area includes: For each cycle in the plurality of cycles, in response to determining that the mean value in the cycle is greater than a preset mean threshold value and the variance is less than a preset variance threshold value, updating the number of stuck occurrences; In response to determining that the mean is less than or equal to a preset mean threshold or the variance is greater than or equal to a preset variance threshold, and the number of jam occurrences is updated in the previous cycle, updating the number of jam disappearances; A sticking coefficient is determined according to the number of sticking occurrences and the number of sticking disappearances.

4. The method according to claim 1, characterized in that: The target rear wheel parameter includes a target rear wheel speed, and the actual rear wheel parameter includes an actual rear wheel speed; The determining the corner sticking type according to the target rear wheel parameter and the actual rear wheel parameter comprises: determining, for each of a plurality of moments, a speed deviation between a target rear wheel speed and an actual rear wheel speed; In response to determining that the rotation speed deviation is greater than a preset first rotation speed deviation threshold, obtaining a critical rotation angle value at which a jam occurs, and updating a jam occurrence count; In response to determining that the speed deviation is less than or equal to a preset first speed deviation threshold and the number of occurrences of a jam is updated at a previous moment, updating the number of disappearances of a jam; Determining a sticking coefficient according to the critical rotation angle value, the number of times the sticking occurs, and the number of times the sticking disappears; In response to determining that the sticking coefficient is greater than a preset second sticking coefficient threshold, the steering angle sticking type is determined to be a bouncing sticking type.

5. The method according to claim 1, characterized in that The target rear wheel parameters include a target rear wheel turning angle and a target rear wheel speed, and the actual rear wheel parameters include an actual rear wheel turning angle and an actual rear wheel speed; The determining the corner sticking type according to the target rear wheel parameter and the actual rear wheel parameter comprises: For each of the plurality of moments, determining a rotation angle deviation between a target rear wheel rotation angle and an actual rear wheel rotation angle, and determining a rotation speed deviation between a target rear wheel rotation speed and an actual rear wheel rotation speed; In response to determining that the rotation angle deviation is greater than a preset rotation angle deviation threshold or the rotation speed deviation is greater than a preset second rotation speed deviation threshold, updating the number of occurrences of a stuck state; In response to determining that the number of occurrences of the jam has reached a preset number threshold, the corner jam type is determined to be a damage-type jam.

6. The method according to claim 1, characterized in that After determining the corner sticking type according to the target rear wheel parameter and the actual rear wheel parameter, the method includes: In response to determining that the corner sticking type is damping sticking or bouncing sticking, obtaining vehicle parameter information of the vehicle within a preset time period; wherein the vehicle parameter information includes at least one of the following: slip rate, lateral and longitudinal acceleration, road adhesion coefficient and pitch angle; In response to determining that the slip ratio is greater than a preset slip ratio threshold, determining that the corner jam type is a road interference jam; or, In response to determining that the rate of change of the lateral and longitudinal accelerations is greater than a preset acceleration change threshold, determining that the corner jam type is a road interference jam; or, In response to determining that the rate of change of the road adhesion coefficient is greater than a preset adhesion coefficient change threshold, determining that the corner sticking type is a road interference type sticking; or, In response to determining that the pitch angle change rate is greater than a preset pitch angle change threshold, the corner stuck type is determined to be a road interference type stuck.

7. The method according to claim 1, characterized in that The determining of a jam processing method corresponding to the corner jam type and performing elimination processing on the detected rear wheel corner jam according to the jam processing method includes: In response to determining that the corner sticking type is damping sticking, acquiring a sticking coefficient and a current activation vehicle speed threshold; Based on the hysteresis coefficient and the current activation vehicle speed threshold, determining an updated activation vehicle speed threshold; wherein the updated activation vehicle speed threshold is less than the current activation vehicle speed threshold; In response to determining that the current vehicle speed is greater than or equal to the update activation vehicle speed threshold, not responding to the received rear wheel steering request to eliminate damping type binding.

8. An electronic device, characterized in that: The method comprises a memory, a processor and a computer program stored in the memory and running on the processor, wherein when the processor executes the program, the method according to any one of claims 1 to 7 is implemented.

9. A vehicle, characterized in that: The electronic device comprising the electronic device described in claim 8.

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