Method and device for determining turning angle of vehicle, vehicle and storage medium

Abstract

The invention provides a method and device for determining the turning angle of a vehicle, the vehicle and a storage medium, the method is applied to the field of vehicle steering control, and the method comprises the steps that under the condition that a steering wheel turning angle signal is abnormal, according to the actual wheel speed of a target front wheel and the predicted wheel speed of the target front wheel, the target front wheel is determined; determining a target rotation angle difference value between the current moment and the previous moment; the target front wheel is one of the left front wheel and the right front wheel capable of enabling the vehicle to be in a safe driving state; according to the target steering angle difference value, a first predicted front wheel steering angle at the current moment and a previous front wheel steering angle at the previous moment, a target steering wheel steering angle at the current moment is determined, and the first predicted front wheel steering angle is a front wheel steering angle predicted based on the running state of the vehicle at the current moment; and controlling the vehicle to run based on the target steering wheel angle. According to the method, in the vehicle driving process, if the steering wheel turning angle signal is lost, the vehicle is controlled to run through the estimated steering wheel turning angle, and the safety risk caused by the fact that the vehicle is not controlled is avoided.

Description

Technical Field

[0001] The present application relates to the field of vehicle steering control, and more specifically, to a method, device, vehicle and storage medium for determining a vehicle turning angle in the field of vehicle steering control. Background Art

[0002] During vehicle driving, the steering wheel angle plays a vital role in the operation of the vehicle. For example, for the Active Rear Steering (ARS) function, during vehicle operation, the ARS system will adjust the angle of the rear wheels according to the steering wheel angle (i.e. the driver's steering intention) and other vehicle dynamic parameters (such as vehicle speed, yaw rate, etc.).

[0003] Due to various factors, the steering wheel angle signal may be lost during the transmission process while the vehicle is driving. For the above-mentioned ARS system, the loss of the steering wheel angle signal may cause the ARS system to be unable to know the driver's steering intention, resulting in the vehicle being out of control and producing an unexpected driving trajectory, threatening the driver's life safety.

[0004] Based on this, when the steering wheel angle signal is lost, how to properly control the vehicle becomes an urgent problem to be solved. Summary of the invention

[0005] The present application provides a method, device, vehicle and storage medium for determining a vehicle turning angle. The method can control the vehicle operation by estimating the steering wheel angle when a steering wheel angle signal is lost during vehicle driving, thereby avoiding safety risks caused by an uncontrolled vehicle.

[0006] In a first aspect, a method for determining a vehicle turning angle is provided, the method comprising: in case of an abnormal steering wheel angle signal, determining a target turning angle difference between a current moment and a previous moment according to an actual wheel speed of the target front wheel and a predicted wheel speed of the target front wheel; the target front wheel is a front wheel of a left front wheel and a right front wheel that enables the vehicle to be in a safe driving state; determining a target steering wheel angle at the current moment according to the target turning angle difference, a first predicted front wheel angle at the current moment and a previous front wheel angle at the previous moment, the first predicted front wheel angle being a front wheel angle predicted based on the operating state of the vehicle at the current moment; and controlling the operation of the vehicle based on the target steering wheel angle.

[0007] In the above technical solution, if the steering wheel signal is lost during the operation of the vehicle, the present application proposes a method for determining the vehicle turning angle. Specifically, when the vehicle detects that the steering wheel angle signal is abnormal (lost), the target turning angle difference between the current moment and the previous moment is determined by the actual wheel speed of the target front wheel and the predicted wheel speed of the target front wheel. Among them, the target front wheel is the front wheel of the left front wheel and the right front wheel that can ensure that the vehicle is in a safe driving state. The above estimation process gives priority to ensuring the driving safety of the vehicle. The actual wheel speed and the predicted wheel speed reflect the difference between the wheel speed and the ideal wheel speed during the vehicle's driving process. The target turning angle difference is determined by the two wheel speeds and the steering wheel angle is further obtained, so that the actual wheel speed during the vehicle's driving process is closer to the predicted wheel speed. Therefore, when the steering wheel signal is abnormal, the target steering wheel angle is obtained by estimation, so that the vehicle can still turn normally, optimize the steering response and accuracy of the vehicle, ensure the continuity of the user's driving process, will not make the user feel anxious, and enhance the reliability of the vehicle's fault handling.

[0008] In combination with the first aspect, in certain possible implementations, the target steering wheel angle at the current moment is determined based on the target angle difference, the first predicted front wheel angle at the current moment and the previous front wheel angle at the previous moment, including: determining the second predicted front wheel angle at the current moment as the sum of the target angle difference and the previous front wheel angle; determining the target front wheel angle as the front wheel angle with a smaller value between the first predicted front wheel angle and the second predicted front wheel angle; determining the target steering wheel angle based on the target front wheel angle and a preset rotation ratio.

[0009] In the above technical solution, since the steering wheel angle and the front wheel angle satisfy a certain turning ratio relationship. When determining the target steering wheel angle, the vehicle can first determine the target front wheel angle at the current moment, and then determine the target steering wheel angle based on the turning ratio. Among them, the first predicted front wheel angle is the front wheel angle predicted by the vehicle based on the current dynamic model and the current state, and is only related to the current state of the vehicle. The second predicted front wheel angle at the current moment is obtained by summing the difference between the previous front wheel angle and the target angle. The second predicted front wheel angle takes into account the change in the angle between the current moment and the previous moment. The vehicle selects a smaller front wheel angle from the first predicted front wheel angle and the second predicted front wheel angle as the target front wheel angle, which can ensure the steering safety of the vehicle and avoid oversteering of the vehicle.

[0010] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the method also includes: determining the target front wheel based on the operating parameters of the vehicle at the current moment, and the operating parameters are used to indicate the operating state of the vehicle; determining the predicted wheel speed based on the operating parameters at the current moment, the operating parameters of the vehicle at the previous moment, and the time difference between the current moment and the previous moment.

[0011] In combination with the first aspect and the above-mentioned implementation manner, in some possible implementation manners, the operating parameters at the current moment include the driving condition, the actual wheel speed of the left front wheel and the actual wheel speed of the right front wheel, and the target front wheel is determined according to the operating parameters of the vehicle at the current moment, including: when the actual wheel speed of the left front wheel is normal and the actual wheel speed of the right front wheel is abnormal, the target front wheel is determined to be the left front wheel; when the actual wheel speed of the left front wheel is abnormal and the actual wheel speed of the right front wheel is normal, the target front wheel is determined to be the right front wheel; when the actual wheel speed of the left front wheel is normal and the actual wheel speed of the right front wheel is normal, if the driving condition is a driving condition, the target front wheel is determined to be the front wheel corresponding to the smaller wheel speed between the actual wheel speed of the left front wheel and the actual wheel speed of the right front wheel; if the driving condition is a braking condition, the target front wheel is determined to be the front wheel corresponding to the larger wheel speed between the actual wheel speed of the left front wheel and the actual wheel speed of the right front wheel.

[0012] In the above technical solution, when determining the target front wheel, the vehicle first determines whether the actual wheel speed of the left front wheel and the actual wheel speed of the right front wheel are normal. When the actual wheel speed of one of the front wheels is abnormal, the actual wheel speed of the other front wheel is relied on for control, thereby providing reliability and accuracy in determining the target front wheel. Further, when the actual wheel speeds of the two front wheels are normal, when the vehicle is in a driving condition, one of the front wheels may slip, resulting in the wheel speed of the front wheel being too high relative to the other front wheel that is running normally. By selecting the front wheel corresponding to the smaller wheel speed, the vehicle can achieve safe control of the vehicle when the vehicle is turning normally. When the vehicle is in a braking condition, when one of the front wheels has a good braking effect, the wheel speed of the front wheel is smaller than that of the other front wheel. By selecting the front wheel with a larger wheel speed, the vehicle can increase the reliability of the vehicle turning during braking and increase the safety of the vehicle.

[0013] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the predicted wheel speed is determined based on the operating parameters at the current moment, the operating parameters of the vehicle at the previous moment, and the time difference between the current moment and the previous moment, including: determining the target predicted lateral vehicle speed and the target predicted longitudinal vehicle speed at the current moment based on the operating parameters at the current moment, the operating parameters at the previous moment and the time difference; determining the predicted wheel speed based on the target predicted lateral vehicle speed, the target predicted longitudinal vehicle speed, the operating parameters at the current moment and the operating parameters at the previous moment.

[0014] In combination with the first aspect and the above-mentioned implementation manner, in some possible implementation manners, the operating parameters at the current moment include yaw angular velocity, lateral acceleration, longitudinal acceleration, left rear wheel speed and right rear wheel speed, and the operating parameters at the previous moment include previous longitudinal vehicle speed, previous lateral vehicle speed and previous front wheel turning angle, and determining the target predicted lateral vehicle speed and the target predicted longitudinal vehicle speed at the current moment based on the operating parameters at the current moment, the operating parameters at the previous moment and the time difference includes: determining the product of the longitudinal acceleration and the time difference; determining a first predicted longitudinal vehicle speed based on the previous longitudinal vehicle speed and the product; determining the second predicted longitudinal vehicle speed as the average wheel speed of the left rear wheel speed and the right rear wheel speed; determining the target predicted longitudinal vehicle speed as the first predicted longitudinal vehicle speed. the smaller longitudinal vehicle speed between the vehicle speed and the second predicted longitudinal vehicle speed; determining the target predicted lateral vehicle speed according to the previous lateral vehicle speed, the lateral acceleration, the yaw acceleration, the target predicted longitudinal vehicle speed and the time difference; and determining the predicted wheel speed according to the target predicted lateral vehicle speed, the target predicted longitudinal vehicle speed, the operating parameters at the current moment and the operating parameters at the previous moment, including: determining the sine value and cosine value of the previous front wheel turning angle; determining the first predicted wheel speed component according to the cosine value, the target predicted longitudinal vehicle speed and the yaw angular velocity; determining the second predicted wheel speed component according to the sine value, the target predicted lateral vehicle speed and the yaw angular velocity; and determining the predicted wheel speed as the sum of the first predicted wheel speed component and the second predicted wheel speed component.

[0015] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the step of determining the first predicted front wheel turning angle includes: obtaining the actual longitudinal speed, rear wheel turning angle and yaw angular velocity of the vehicle at the current moment; and determining the first predicted front wheel turning angle based on the actual longitudinal speed, the rear wheel turning angle and the yaw angular velocity.

[0016] In a second aspect, a device for determining a vehicle turning angle is provided, the device comprising: a difference determination module for determining a target turning angle difference between a current moment and a previous moment according to an actual wheel speed of the target front wheel and a predicted wheel speed of the target front wheel when a steering wheel angle signal is abnormal; the target front wheel is a front wheel of a left front wheel and a right front wheel that enables the vehicle to be in a safe driving state; an angle determination module for determining a target steering wheel angle at a current moment according to the target turning angle difference, a first predicted front wheel angle at a current moment and a previous front wheel angle at a previous moment, the first predicted front wheel angle being a front wheel angle predicted based on the running state of the vehicle at a current moment; and a control module for controlling the running of the vehicle based on the target steering wheel angle.

[0017] In combination with the second aspect, in some possible implementations, the turning angle determination module is specifically used to: determine the second predicted front wheel angle at the current moment as the sum of the target angle difference and the previous front wheel angle; determine the target front wheel angle as the front wheel angle with a smaller value between the first predicted front wheel angle and the second predicted front wheel angle; and determine the target steering wheel angle based on the target front wheel angle and a preset turning ratio.

[0018] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the device also includes: a wheel speed determination module, used to determine the target front wheel according to the operating parameters of the vehicle at the current moment, and the operating parameters are used to indicate the operating state of the vehicle; determine the predicted wheel speed according to the operating parameters at the current moment, the operating parameters of the vehicle at the previous moment, and the time difference between the current moment and the previous moment.

[0019] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the operating parameters at the current moment include the driving condition, the actual wheel speed of the left front wheel and the actual wheel speed of the right front wheel, and the wheel speed determination module is specifically used to: when the actual wheel speed of the left front wheel is normal and the actual wheel speed of the right front wheel is abnormal, determine the target front wheel to be the left front wheel; when the actual wheel speed of the left front wheel is abnormal and the actual wheel speed of the right front wheel is normal, determine the target front wheel to be the right front wheel; when the actual wheel speed of the left front wheel is normal and the actual wheel speed of the right front wheel is normal, if the driving condition is a driving condition, determine the target front wheel to be the front wheel corresponding to the smaller wheel speed between the actual wheel speed of the left front wheel and the actual wheel speed of the right front wheel; if the driving condition is a braking condition, determine the target front wheel to be the front wheel corresponding to the larger wheel speed between the actual wheel speed of the left front wheel and the actual wheel speed of the right front wheel.

[0020] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the wheel speed determination module is also used to: determine the target predicted lateral vehicle speed and the target predicted longitudinal vehicle speed at the current moment based on the operating parameters at the current moment, the operating parameters at the previous moment and the time difference; determine the predicted wheel speed based on the target predicted lateral vehicle speed, the target predicted longitudinal vehicle speed, the operating parameters at the current moment and the operating parameters at the previous moment.

[0021] In combination with the second aspect and the above-mentioned implementation manner, in some possible implementation manners, the operating parameters at the current moment include yaw angular velocity, lateral acceleration, longitudinal acceleration, left rear wheel speed and right rear wheel speed, the operating parameters at the previous moment include previous longitudinal vehicle speed, previous lateral vehicle speed and previous front wheel turning angle, and the wheel speed determination module is further used to: determine the product of the longitudinal acceleration and the time difference; determine a first predicted longitudinal vehicle speed according to the previous longitudinal vehicle speed and the product; determine the second predicted longitudinal vehicle speed as the average wheel speed of the left rear wheel speed and the right rear wheel speed; determine the target predicted longitudinal vehicle speed as the first predicted longitudinal vehicle speed the longitudinal vehicle speed with a smaller value between the previous lateral vehicle speed and the second predicted longitudinal vehicle speed; determining the target predicted lateral vehicle speed according to the previous lateral vehicle speed, the lateral acceleration, the yaw acceleration, the target predicted longitudinal vehicle speed and the time difference; and the wheel speed determination module is also used to: determine the sine value and cosine value of the previous front wheel turning angle; determine the first predicted wheel speed component according to the cosine value, the target predicted longitudinal vehicle speed and the yaw angular velocity; determine the second predicted wheel speed component according to the sine value, the target predicted lateral vehicle speed and the yaw angular velocity; and determine the predicted wheel speed as the sum of the first predicted wheel speed component and the second predicted wheel speed component.

[0022] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the device also includes: an angle prediction module, used to obtain the actual longitudinal speed, rear wheel angle and yaw angular velocity of the vehicle at the current moment; and determine the first predicted front wheel angle based on the actual longitudinal speed, the rear wheel angle and the yaw angular velocity.

[0023] In a third aspect, a vehicle is provided, comprising a memory and a processor. The memory is used to store executable program code, and the processor is used to call and run the executable program code from the memory, so that the vehicle executes the method in the first aspect or any possible implementation of the first aspect.

[0024] In a fourth aspect, a computer program product is provided, comprising: a computer program code, which, when executed on a computer, enables the computer to execute the method in the first aspect or any possible implementation of the first aspect.

[0025] In a fifth aspect, a computer-readable storage medium is provided, which stores a computer program code. When the computer program code runs on a computer, the computer executes the method in the above-mentioned first aspect or any possible implementation manner of the first aspect. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] Figure 1 is a schematic flow chart of a method for determining a vehicle turning angle provided in an embodiment of the present application;

[0027] Figure 2 is a schematic flow chart of a method for determining a target rotation angle difference provided in an embodiment of the present application;

[0028] Figure 3 is a schematic flow chart of a method for determining a steering wheel angle provided in an embodiment of the present application;

[0029] Figure 4 is a structural schematic diagram of a device for determining a vehicle turning angle provided in an embodiment of the present application;

[0030] Figure 5 It is a structural schematic diagram of a vehicle provided in an embodiment of the present application. DETAILED DESCRIPTION

[0031] The technical solution in the present application will be described clearly and in detail below in conjunction with the accompanying drawings. In the description of the embodiments of the present application, unless otherwise specified, " / " means or, for example, A / B can mean A or B: "and / or" in the text is only a description of the association relationship of associated objects, indicating that there can be three relationships, for example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. In addition, in the description of the embodiments of the present application, "multiple" means two or more than two.

[0032] In the following, the terms "first" and "second" are used for descriptive purposes only and are not to be understood as suggesting or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features.

[0033] Before introducing the method of the embodiment of the present application, the professional terms that may be involved in the embodiment of the present application are first explained.

[0034] ARS: An advanced vehicle dynamics control system that actively adjusts the steering angle of the rear wheels based on vehicle speed, steering wheel angle and other sensor data to improve vehicle handling and stability. Active rear-wheel steering can rotate the rear wheels in the opposite direction of the front wheels by a small angle when the vehicle is driving at low speed or parking to reduce the vehicle's turning radius; when the vehicle is driving at high speed, the rear wheels rotate in the same direction as the front wheels by a small angle to improve the vehicle's straight-line stability.

[0035] Steering ratio: The ratio between the angle of steering wheel rotation and the actual angle of front wheel rotation.

[0036] Electronic Stability Program (ESP) system, also known as Electronic Stability Control (ESP) system: is an active safety system used to prevent the vehicle from skidding or losing control in an emergency situation. It maintains the stability of the vehicle by detecting and reducing oversteering or understeering of the vehicle.

[0037] Traction Control System (TCS): It can prevent the drive wheels from idling and slipping when the vehicle is driving on slippery roads, so that the vehicle can obtain the best traction under various driving conditions.

[0038] Adaptive Cruise Control (ACC): An intelligent cruise control system that automatically adjusts the vehicle speed within a set speed range to maintain a safe distance from the vehicle ahead.

[0039] Electric Power Steering (EPS) system: A system that uses an electric motor to provide steering assistance, replacing the traditional hydraulic power steering system. The EPS system can provide appropriate assistance based on the vehicle's speed and steering angle, making the vehicle's steering easier.

[0040] The application scenarios of the embodiments of the present application are introduced below.

[0041] At present, with the gradual development of intelligent technology, a variety of vehicle functions are configured in vehicles. During the driving process of the vehicle, the vehicle can control a variety of vehicle functions to be turned on as needed to ensure the driving safety of the vehicle and the safety of the driver.

[0042] The steering wheel angle plays a vital role in the operation of various vehicle functions. The following are examples of how the steering wheel angle is used in various vehicle functions.

[0043] Exemplarily, the ARS system adjusts the angle of the rear wheels according to the steering wheel angle (ie, the driver's steering intention) and other vehicle dynamic parameters (eg, vehicle speed, yaw rate).

[0044] During the operation of the ESP system, the steering wheel angle is one of the important input signals of the ESP system. The ESP system can judge whether the vehicle deviates from the expected path based on the steering wheel angle and other sensor data (for example, vehicle speed, yaw rate), so as to control the vehicle in a stable driving state.

[0045] During the operation of the TSC system, the TSC system can determine whether the vehicle is in a turning state based on the steering wheel angle, and determine the braking force required to ensure normal control of the vehicle.

[0046] During the operation of the ACC system, the ACC system can determine whether the driver intends to change lanes or turn based on the steering wheel angle, and thus decide whether to continue to keep the ACC function turned on or exit.

[0047] During the operation of the EPS system, the EPS system can dynamically adjust the size and direction of the power assistance provided by the electric motor according to changes in the steering wheel angle to ensure that the vehicle's steering operation is both light and precise.

[0048] Due to various factors, the steering wheel angle signal may be lost during vehicle driving, resulting in the vehicle being unable to obtain the steering wheel angle. Common signal loss scenarios include but are not limited to the following:

[0049] (1) Sensor failure

[0050] When the steering wheel angle sensor itself is physically damaged, such as a broken line, loose connection, or failure of internal sensor components, the steering wheel angle may not be collected, resulting in loss of the steering wheel angle signal.

[0051] (2) Power supply problem

[0052] The normal operation of the steering wheel angle sensor requires a stable power supply. If the power supply voltage is unstable or the power is broken, the steering wheel angle sensor will not work properly.

[0053] (3) Communication failure

[0054] The sensor signal is generally communicated with the Electronic Control Unit (ECU) via a communication bus (eg, a Controller Area Network (CAN) bus). When a communication bus fails, signal loss may occur.

[0055] Based on the role of the steering wheel angle in various vehicle functions, when the steering wheel angle signal is lost, the normal operation of various vehicle functions will be affected.

[0056] Specifically, if the steering wheel angle signal is lost, the ARS system cannot obtain the driver's steering intention, causing the vehicle to be out of control and produce an unexpected driving trajectory, threatening the driver's life safety.

[0057] The ESP system will not be able to accurately judge the driver's intentions, which may lead to erroneous intervention or complete failure, increasing the risk of vehicle loss of control.

[0058] The TSC system cannot correctly assess the vehicle's direction of travel and the driver's steering intentions, resulting in unnecessary braking or power restrictions on the vehicle, affecting driving experience and safety.

[0059] The ACC system cannot identify whether the driver is changing lanes or performing other steering operations, resulting in misjudgment and inappropriate deceleration or acceleration measures.

[0060] The EPS system cannot provide appropriate assistance based on the current steering angle, causing the steering to become heavy or unstable.

[0061] Based on the above-mentioned problem that the vehicle is uncontrollable when the steering wheel angle signal is lost, an embodiment of the present application provides a method for determining the vehicle angle. This method can control the vehicle operation by estimating the steering wheel angle when the steering wheel angle signal is lost during vehicle driving, thereby avoiding safety risks caused by uncontrolled vehicle.

[0062] A method for determining a vehicle turning angle provided in an embodiment of the present application is described below.

[0063] Figure 1 : is a schematic flow chart of a method for determining a vehicle turning angle provided in an embodiment of the present application. It should be understood that the method can be applied to any ECU in a vehicle, and the embodiment of the present application does not limit the ECU that executes the method.

[0064] For example, Figure 1 As shown, the method 100 includes:

[0065] 101. In case of an abnormal steering wheel angle signal, the target steering angle difference between the current moment and the previous moment is determined according to the actual wheel speed of the target front wheel and the predicted wheel speed of the target front wheel; the target front wheel is the front wheel between the left front wheel and the right front wheel that can keep the vehicle in a safe driving state.

[0066] The above-mentioned steering wheel angle signal abnormality refers to the steering wheel angle signal being lost.

[0067] It should be understood that most vehicles are currently equipped with multiple vehicle functions (e.g., multiple intelligent driving functions). During vehicle driving, in order to ensure the driving safety of the vehicle and the safety of the occupants, the ECU can control the operation of multiple vehicle functions in the vehicle according to the vehicle's operating state.

[0068] Optionally, various vehicle functions include but are not limited to ACC, TSC, EPS, Lane Keeping Assist (Lane Keeping Assist, LKA), etc.

[0069] During vehicle operation, the steering wheel angle signal represents the driver's steering intention. Therefore, the steering wheel angle signal plays a vital role in the operation of vehicle functions.

[0070] During vehicle driving, the steering wheel angle signal may be lost due to various factors (such as sensor accuracy or communication bus abnormality), causing the ECU to be unable to obtain the steering wheel angle signal, thereby affecting the normal control and operation of various vehicle functions in the vehicle. Therefore, during vehicle driving, the ECU needs to always pay attention to whether the steering wheel angle signal is transmitted normally.

[0071] The following are several methods for determining whether the steering wheel angle signal is lost, provided in embodiments of the present application.

[0072] The first is that when the angle sensor collects the steering wheel angle signal, there is a corresponding collection cycle. That is to say, the angle sensor usually collects the steering wheel angle signal at fixed time intervals. Therefore, in the embodiment of the present application, the technician can preset the maximum response time of the steering wheel angle signal according to the collection cycle corresponding to the angle sensor. Every time the ECU receives a steering wheel angle signal, it updates a timer. If the ECU does not receive a new steering wheel angle signal again within the maximum response time, it is determined that the steering wheel angle signal is lost; on the contrary, if the ECU receives a new steering wheel angle signal again within the maximum response time, it is determined that the steering wheel angle signal is not lost.

[0073] The second method is that the vehicle can control the ECU used to send the steering wheel angle signal to send a heartbeat signal to the ECU executing the method at regular intervals. When the ECU executing the method does not receive the heartbeat signal within a preset time, it is confirmed that the steering wheel angle signal is lost; when the ECU executing the method receives the heartbeat signal within the preset time, it is confirmed that the steering wheel angle signal is not lost.

[0074] Therefore, no matter which of the above methods is used, when the ECU determines that the steering wheel angle signal is lost, the method of the embodiment of the present application can be used to estimate the current steering wheel angle through the vehicle's driving parameters.

[0075] It should be understood that, since the steering wheel angle is directly related to the front wheel angle of the vehicle during driving, when estimating the steering wheel angle, the steering wheel angle can be obtained indirectly by estimating the front wheel angle. When determining the front wheel angle, the ECU can first determine the target angle difference of the front wheel between the current moment and the previous moment, that is, the compensation angle required between the current moment and the previous moment.

[0076] Specifically, when the ECU calculates the target steering angle difference, it can select the target front wheel that can keep the vehicle in a safe driving state from the left front wheel and the right front wheel of the vehicle, and then determine the target steering angle difference based on the actual wheel speed of the target front wheel and the predicted wheel speed of the target front wheel. The actual wheel speed refers to the wheel speed collected by the wheel speed sensor of the target front wheel in the vehicle; the predicted wheel speed is the theoretical wheel speed of the target front wheel estimated by the ECU based on the operating parameters of the vehicle.

[0077] The following describes the process of determining the target front wheel and the predicted wheel speed of the target front wheel in the embodiment of the present application.

[0078] In a possible implementation manner, the method further includes:

[0079] Determine the target front wheel according to the operating parameters of the vehicle at the current moment, where the operating parameters are used to indicate the operating state of the vehicle;

[0080] The predicted wheel speed is determined based on the operating parameters at the current moment, the operating parameters of the vehicle at the previous moment, and the time difference between the current moment and the previous moment.

[0081] Specifically, the ECU may determine the predicted wheel speed by combining the vehicle's operating parameters at the current moment and the vehicle's operating parameters at the previous moment.

[0082] During the operation of the vehicle, the ECU can obtain the operating parameters of the vehicle at each moment through various sensors in the vehicle. Among them, the operating parameters are used to indicate the operating status of the vehicle. Thus, the ECU can obtain the operating parameters at the current moment and the operating parameters at the previous moment.

[0083] For the target front wheel at the current moment, the ECU can determine the target front wheel from the left front wheel and the right front wheel of the vehicle according to the operating parameters at the current moment. The target front wheel is the front wheel of the left front wheel and the right front wheel that can ensure that the vehicle is in a safe driving state.

[0084] When determining the target front wheel, the wheel speed of the target front wheel plays a crucial role in the prediction process. Therefore, the ECU must first ensure that the actual wheel speed of the target front wheel is accurate and reliable. The ECU can do this by determining whether the wheel speeds of the two front wheels are abnormal. Secondly, the operating conditions of the two front wheels are different under different driving conditions, so the ECU also needs to consider the driving conditions of the vehicle.

[0085] Therefore, when determining the target front wheel, the current operating parameters include the driving condition, the actual wheel speed of the left front wheel and the actual wheel speed of the right front wheel. The specific process and principle of determining the target front wheel based on the above parameters at the current moment are explained as follows.

[0086] In a possible implementation, determining the target front wheel according to the operating parameters of the vehicle at the current moment includes:

[0087] When the actual wheel speed of the left front wheel is normal and the actual wheel speed of the right front wheel is abnormal, determining that the target front wheel is the left front wheel;

[0088] When the actual wheel speed of the left front wheel is abnormal and the actual wheel speed of the right front wheel is normal, determining that the target front wheel is the right front wheel;

[0089] When the actual wheel speed of the left front wheel is normal and the actual wheel speed of the right front wheel is normal, if the driving condition is a driving condition, the target front wheel is determined as the front wheel corresponding to the smaller wheel speed between the actual wheel speed of the left front wheel and the actual wheel speed of the right front wheel; if the driving condition is a braking condition, the target front wheel is determined as the front wheel corresponding to the larger wheel speed between the actual wheel speed of the left front wheel and the actual wheel speed of the right front wheel.

[0090] Exemplarily, the ECU may obtain the actual wheel speed of the left front wheel through the wheel speed sensor of the left front wheel, and obtain the actual wheel speed of the right front wheel through the wheel speed sensor of the right front wheel.

[0091] For driving conditions, the corresponding engine speeds are different under different driving conditions. Based on this, the technicians in the embodiment of the present application can preset the engine speed ranges corresponding to different driving conditions according to the actual driving scene of the vehicle, and store them in the ECU. When obtaining the current driving condition, the ECU can obtain the current engine speed and match it with the preset engine speed ranges under different driving conditions to obtain the driving condition.

[0092] Optionally, the driving condition includes a driving condition and a braking condition.

[0093] In order to ensure the accuracy and effectiveness of determining the actual wheel speed of the target front wheel, the ECU needs to first determine whether the actual wheel speed of the left front wheel and the actual wheel speed of the right front wheel are normal, so as to determine whether the actual wheel speed of the left front wheel and the actual wheel speed of the right front wheel are available at the current moment.

[0094] Among them, whether the actual wheel speed of the left front wheel or the actual wheel speed of the right front wheel is normal includes two meanings: the first is whether the wheel speed signal of the left front wheel or the signal of the right front wheel is lost; the second is whether the actual wheel speed of the left front wheel or the actual wheel speed of the right front wheel is within a reasonable wheel speed range.

[0095] Therefore, when the ECU determines whether the actual wheel speed of the left front wheel is normal, it first determines whether the actual wheel speed signal sent by the wheel speed sensor of the left front wheel can be obtained. Specifically, in combination with the above description, the ECU determines whether the actual wheel speed signal of the left front wheel can be obtained by setting a preset response time or sending a heartbeat signal.

[0096] When the ECU cannot obtain the actual wheel speed signal of the left front wheel, it determines that the actual wheel speed of the left front wheel is abnormal. When the ECU can obtain the actual wheel speed signal of the left front wheel, it is necessary to further determine whether the actual wheel speed of the left front wheel is within a reasonable wheel speed range. When the actual wheel speed of the left front wheel is within a reasonable wheel speed range, the ECU determines that the actual wheel speed of the left front wheel is normal; when the actual wheel speed of the left front wheel is not within a reasonable wheel speed range, the ECU determines that the actual wheel speed of the left front wheel is abnormal.

[0097] Similarly, according to the same principle as above, the ECU can also determine whether the actual wheel speed of the right front wheel is normal.

[0098] When the ECU determines that the actual wheel speed of the left front wheel is normal and the actual wheel speed of the right front wheel is abnormal, it means that the actual wheel speed of the right front wheel is invalid. Therefore, the ECU determines that the target front wheel is the left front wheel.

[0099] When the ECU determines that the actual wheel speed of the right front wheel is normal and the actual wheel speed of the left front wheel is abnormal, it means that the actual wheel speed of the left front wheel is invalid. Therefore, the ECU determines that the target front wheel is the right front wheel.

[0100] In other words, no matter what driving conditions the vehicle is in, as long as the actual wheel speed of one front wheel is abnormal, the ECU will directly determine the other front wheel as the target front wheel.

[0101] When the ECU determines that the actual wheel speed of the left front wheel is abnormal and the actual wheel speed of the right front wheel is abnormal, the solution of the embodiment of the present application cannot be continued, and an abnormal alarm message can be generated to prompt the user to handle it in time.

[0102] When the ECU determines that the actual wheel speed of the right front wheel is normal and the actual wheel speed of the left front wheel is normal, since the rotation conditions of the front wheels are different under different driving conditions, the ECU can determine different target front wheels according to different driving conditions.

[0103] In one case, if the current driving condition is a driving condition, the vehicle may slip due to the influence of road surface factors and weather factors during driving, resulting in inconsistent wheel speeds of the two front wheels. For example, when a front wheel of a vehicle slips on a slippery road, the actual wheel speed of the front wheel is higher, while the other front wheel rolls normally. The actual wheel speed of the slipping front wheel is larger than the actual wheel speed of the non-slipping front wheel. Therefore, under the driving condition, the ECU needs to select the non-slipping front wheel with higher safety (i.e., the front wheel with a smaller actual wheel speed) as the target front wheel to achieve stable control of the vehicle.

[0104] In another case, if the current driving condition is a braking condition. During the vehicle braking process, one front wheel has a good braking effect and has been locked, so the actual wheel speed of the front wheel is low, while the other front wheel still maintains a high actual wheel speed due to poor braking effect. Therefore, in order to ensure the safety of the vehicle and enable the vehicle to brake fully, in this case, the ECU can select the front wheel with a larger actual wheel speed as the target front wheel.

[0105] Therefore, through the above process, the ECU selects the target front wheel that can enable the vehicle to be in a safe driving state from the left front wheel and the right front wheel.

[0106] In the above technical solution, when determining the target front wheel, the vehicle first determines whether the actual wheel speed of the left front wheel and the actual wheel speed of the right front wheel are normal. When the actual wheel speed of one of the front wheels is abnormal, the actual wheel speed of the other front wheel is relied on for control, thereby providing reliability and accuracy in determining the target front wheel. Further, when the actual wheel speeds of the two front wheels are normal, when the vehicle is in a driving condition, one of the front wheels may slip, resulting in the wheel speed of the front wheel being too high relative to the other front wheel that is running normally. By selecting the front wheel corresponding to the smaller wheel speed, the vehicle can achieve safe control of the vehicle when the vehicle is turning normally. When the vehicle is in a braking condition, when one of the front wheels has a good braking effect, the wheel speed of the front wheel is smaller than that of the other front wheel. By selecting the front wheel with a larger wheel speed, the vehicle can increase the reliability of the vehicle turning during braking and increase the safety of the vehicle.

[0107] After determining the target front wheel, the ECU can obtain the actual wheel speed of the target front wheel. Further, the ECU needs to determine the predicted wheel speed of the target front wheel based on the operating parameters at the current moment and the operating parameters at the previous moment, as well as the time difference between the two moments.

[0108] In a possible implementation, the predicted wheel speed is determined according to the operating parameters at the current moment, the operating parameters of the vehicle at the previous moment, and the time difference between the current moment and the previous moment, including:

[0109] Determine the target predicted lateral vehicle speed and the target predicted longitudinal vehicle speed at the current moment according to the operating parameters at the current moment, the operating parameters at the previous moment and the time difference;

[0110] The predicted wheel speed is determined based on the target predicted lateral vehicle speed, the target predicted longitudinal vehicle speed, the operating parameters at the current moment and the operating parameters at the previous moment.

[0111] Specifically, when the ECU determines the predicted wheel speed, it mainly estimates it based on the vehicle dynamics model and various sensor data. Since the lateral speed and longitudinal speed are the basic data describing the vehicle's motion state during the vehicle's driving process, they have a direct impact on the predicted wheel speed. Therefore, in the process of determining the predicted wheel speed, the ECU needs to first determine the current target predicted lateral speed and target predicted longitudinal speed based on the current operating parameters, the previous operating parameters and the time difference.

[0112] It should be understood that for the longitudinal speed, during the vehicle operation, the longitudinal acceleration directly reflects the acceleration of the vehicle in the forward direction. In addition, during the vehicle driving process, especially in the stable driving state, the rear wheels are less affected by the steering, and the speed of the rear wheels of the vehicle can better reflect the longitudinal speed of the vehicle. Therefore, the ECU can determine the target predicted longitudinal speed through the longitudinal acceleration of the vehicle, the left rear wheel speed and the right rear wheel speed.

[0113] For the lateral speed of the vehicle, there are lateral acceleration and yaw rate during the vehicle's driving process. In addition, when the vehicle turns, the yaw rate will cause an additional lateral speed component, which is related to the longitudinal speed. When predicting the lateral speed at the current moment, it is also necessary to consider the lateral speed component generated by the longitudinal speed caused by the turn.

[0114] Therefore, the vehicle can obtain the target predicted lateral speed by combining the previous lateral speed, the previous longitudinal speed, and the vehicle's current lateral acceleration and yaw rate.

[0115] The following is the specific prediction process of the target predicted lateral vehicle speed and the target predicted longitudinal vehicle speed.

[0116] In a possible implementation, determining the target predicted lateral speed and the target predicted longitudinal speed at the current moment according to the operating parameters at the current moment, the operating parameters at the previous moment, and the time difference includes:

[0117] Determine the product of the longitudinal acceleration and the time difference; determine the first predicted longitudinal speed according to the previous longitudinal speed and the product; determine the second predicted longitudinal speed as the average wheel speed of the left rear wheel speed and the right rear wheel speed; determine the target predicted longitudinal speed as the smaller longitudinal speed between the first predicted longitudinal speed and the second predicted longitudinal speed;

[0118] Determine the target predicted lateral vehicle speed according to the previous lateral vehicle speed, lateral acceleration, yaw acceleration, target predicted longitudinal vehicle speed and time difference;

[0119] Optionally, when predicting the lateral speed, the operating parameters include the previous lateral speed, lateral acceleration and yaw rate corresponding to the previous moment. When predicting the longitudinal speed, the operating parameters include the longitudinal acceleration, the left rear wheel speed and the right rear wheel speed. Here, the left rear wheel speed and the right rear wheel speed both refer to the actual wheel speed.

[0120] It should be understood that for the previous lateral speed at the previous moment and the previous longitudinal speed at the previous moment, when the steering wheel angle signal is lost, the ECU will record a moment, which is recorded as the "signal loss moment". In the process of predicting the lateral speed, if the current moment in the embodiment of the present application is specifically the next moment after the signal loss moment, the previous lateral speed is the actual lateral speed of the vehicle at the signal loss moment. Similarly, the previous longitudinal speed is the actual longitudinal speed of the vehicle at the signal loss moment.

[0121] If the current moment in the embodiment of the present application is specifically any moment after the next moment of the signal loss moment, the previous lateral vehicle speed is the lateral vehicle speed obtained by the previous prediction. The previous longitudinal vehicle speed is the longitudinal vehicle speed obtained by the previous prediction. Based on this, the ECU can directly obtain the previous longitudinal vehicle speed at the previous moment and the previous lateral vehicle speed at the previous moment.

[0122] Exemplarily, the ECU may collect the actual wheel speed of the left rear wheel through the wheel speed sensor of the left rear wheel; and collect the actual wheel speed of the right rear wheel through the wheel speed sensor of the right rear wheel.

[0123] For example, the ECU can obtain the current yaw angular velocity through the vehicle's yaw angular velocity sensor; obtain the current lateral acceleration through the vehicle's lateral acceleration sensor; and obtain the current longitudinal acceleration through the vehicle's longitudinal acceleration sensor.

[0124] Specifically, based on the above-mentioned various operating parameters, the ECU can calculate the target predicted longitudinal vehicle speed through the following formula (1).

[0125] V x(t) =min{V x(t-1) +a x(t) ·d t ,(V (t)RL +V (t)RR ) / 2} Formula (1)

[0126] Wherein, in formula (1):

[0127] V x(t) : The target predicted longitudinal speed at the current time t, unit: kilometers per hour (Km / h);

[0128] V x(t-1): The previous longitudinal speed at the previous time t-1, unit: kilometers per hour (Km / h);

[0129] a x(t) : The longitudinal acceleration at the current time t, unit: meter / square second (m / s 2 );

[0130] V ( t )RL : The left rear wheel speed at the current time t, unit: kilometers per hour (Km / h);

[0131] V ( t )RR : The speed of the right rear wheel at the current time t, unit: kilometers per hour (Km / h);

[0132] dt: The time difference between the current moment and the previous moment, in seconds (s).

[0133] In determining the target predicted longitudinal speed, it is assumed that the longitudinal acceleration of the vehicle is constant within the time interval dt. The longitudinal acceleration a at the current moment is used. x(t) By multiplying it with the time difference dt, the change in the longitudinal vehicle speed within the time period dt can be estimated, and then by adding it to the previous longitudinal acceleration, the first predicted longitudinal vehicle speed estimated by the first method can be obtained.

[0134] In addition, the speed of the rear wheels of the vehicle can better reflect the longitudinal speed of the vehicle. Therefore, the second predicted longitudinal speed estimated by the second method is obtained by averaging the actual wheel speeds of the left rear wheel and the right rear wheel of the vehicle.

[0135] Finally, in order to ensure the safety of the vehicle, the ECU selects the longitudinal speed with a smaller value from the above two estimation methods as the final target predicted longitudinal speed.

[0136] Specifically, based on the target predicted longitudinal vehicle speed and the above-mentioned various operating parameters, the ECU can calculate the target predicted lateral vehicle speed through the following formula (2).

[0137]

[0138] Wherein, in formula (2):

[0139] V y(t) : The predicted lateral vehicle speed at the current time t, unit: kilometers per hour (Km / h);

[0140] V y(t-1) : The previous lateral speed at the previous time t-1, unit: kilometers per hour (Km / h);

[0141] d Vy(t): The rate of change of the vehicle's lateral speed, unit: meter / square second (m / s 2 );

[0142] a y(t) : The lateral acceleration at the current time t, unit: meter / square second (m / s 2 );

[0143] YawRate (t) : yaw angular velocity at the current time t, unit: radian / second (rad / s);

[0144] V x(t) : The target predicted longitudinal speed at the current time t, unit: kilometers per hour (Km / h);

[0145] dt: The time difference between the current moment and the previous moment, in seconds (s).

[0146] YawRate (t) ˙V x(t) To take into account that during a turn, the center of mass of the vehicle not only moves along the tangent direction of the curve, that is, the longitudinal speed, but also produces a lateral displacement due to the existence of the yaw rate. Therefore, by multiplying the yaw rate and the longitudinal speed, the additional lateral velocity component caused by the vehicle rotation is obtained. The lateral acceleration mainly reflects the effect of the lateral force of the vehicle when turning. Therefore, by adding the lateral acceleration of the vehicle to the additional lateral velocity component, the accurate lateral velocity change rate can be obtained.

[0147] Based on the obtained lateral velocity change rate, assuming that the lateral velocity change rate of the vehicle is constant within the time dt, the change of the lateral velocity within dt can be obtained by formula (2), and then added to the previous lateral velocity at the previous moment to obtain the target predicted lateral velocity.

[0148] After obtaining the target predicted lateral speed and the target predicted longitudinal speed, the ECU can calculate the predicted wheel speed of the target front wheel.

[0149] It should be understood that the front wheel angle of the vehicle directly affects the steering behavior of the vehicle. When the vehicle is turning, due to the existence of the front wheel angle, the wheel speed of the front wheel can be divided into two components, longitudinal and lateral, and both components are closely related to the front wheel angle. Therefore, when calculating the predicted wheel speed of the target front wheel, it is also necessary to combine the front wheel angle to determine it.

[0150] When the vehicle is driving, there is a fixed turning ratio between the steering wheel angle and the front wheel angle. When the steering wheel angle signal is lost, in the embodiment of the present application, the steering wheel angle estimated at the current moment is obtained by estimating the front wheel angle of the vehicle at the current moment. Because the front wheel angle estimated at the current moment is based on the actual wheel speed of the target front wheel and the predicted wheel speed of the target front wheel at the current moment. In other words, during the above calculation and prediction of the wheel speed, the ECU cannot obtain the front wheel angle at the current moment. During normal vehicle driving, the front wheel angle of the vehicle generally changes slowly or remains unchanged, that is, the change in the angle between two adjacent moments is not obvious. Therefore, the ECU can obtain the predicted wheel speed through the previous front wheel angle at the previous moment, combined with the target predicted lateral speed, the target predicted longitudinal speed and the operating parameters of the vehicle at the current moment.

[0151] In a possible implementation, the predicted wheel speed is determined according to the target predicted lateral vehicle speed, the target predicted longitudinal vehicle speed, the operating parameters at the current moment, and the operating parameters at the previous moment, including:

[0152] Determine the sine and cosine of the previous front wheel turning angle;

[0153] Determining a first predicted wheel speed component according to the cosine value, the target predicted longitudinal vehicle speed, and the yaw rate;

[0154] Determining a second predicted wheel speed component according to the sine value, the target predicted lateral vehicle speed, and the yaw rate;

[0155] The predicted wheel speed is determined as the sum of the first predicted wheel speed component and the second predicted wheel speed component.

[0156] The operating parameters at the previous moment include the previous front wheel turning angle.

[0157] Exemplarily, for the previous front wheel turning angle, if the current moment in the embodiment of the present application is specifically the next moment after the signal loss moment, the previous front wheel turning angle is the actual front wheel turning angle of the vehicle at the signal loss moment.

[0158] Specifically, during vehicle operation, if the steering wheel angle signal is normal, the front wheel angle is also normal. Generally, the steering angles of the left front wheel and the right front wheel of the vehicle are not much different. The ECU can obtain the left front wheel angle as the front wheel angle at each collection moment through the left front wheel angle sensor. Alternatively, the ECU obtains the right front wheel angle as the front wheel angle at each collection moment through the right front wheel angle sensor. Alternatively, the ECU uses the smaller angle between the left front wheel angle and the right front wheel angle as the front wheel angle at each collection moment. Alternatively, the ECU uses the average of the left front wheel angle and the right front wheel angle as the front wheel angle at each collection moment.

[0159] Based on this, if the current moment is the next moment after the signal loss moment, the ECU can obtain the previous front wheel turning angle.

[0160] If the current moment in the embodiment of the present application is specifically any moment after the next moment of the signal loss moment, the previous front wheel turning angle is the front wheel turning angle predicted last time. The ECU can directly obtain the front wheel turning angle predicted last time.

[0161] Specifically, the ECU can calculate the predicted wheel speed of the target front wheel through the following formula (3).

[0162] V wheel(model) =(V x(t) -B. YawRate (t) ·cosα F(t-1) +(V y(t) +L·YawRate (t) ·sinα F(t-1) Formula (3)

[0163] Wherein, in formula (3):

[0164] V wheel(model) : The predicted wheel speed of the target front wheel at the current time t, unit: kilometers per hour (Km / h);

[0165] V x(t) : The target predicted longitudinal speed at the current time t, unit: kilometers per hour (Km / h);

[0166] V y(t) : The target predicted lateral speed at the current time t, unit: kilometers per hour (Km / h);

[0167] YawRate ( t ) : yaw rate at the current time t, unit, radian / second (rad / s);

[0168] α F(t-1) : The previous front wheel turning angle at the previous time t-1, unit, degree (°);

[0169] B: half wheelbase, i.e. the distance from the center of mass of the vehicle to the front wheel on one side, unit: millimeter (mm);

[0170] L: Wheelbase, which is the distance between the front and rear axles of the vehicle, unit: millimeter (mm).

[0171] It can be seen from formula (3) that the predicted wheel speed is mainly composed of two parts. The first part is the longitudinal speed component caused by the longitudinal vehicle speed and the yaw angular velocity, that is, the first predicted wheel speed component. The second part is the lateral speed component caused by the lateral vehicle speed and the yaw angular velocity, that is, the second predicted wheel speed component.

[0172] Among them, B˙YawRate in the first part ( t ) is a lateral displacement velocity component caused by the yaw rate. F(t-1) It represents the steering effect caused by the front wheel angle, which reflects the influence of steering on the longitudinal speed. (t )-B˙YawRate (t) )˙cos F α (t-1) Specifically, it is the longitudinal velocity component after considering the yaw rate and the front wheel turning angle.

[0173] L˙YawRate in Part 2 ( t ) is an additional lateral velocity component due to the yaw rate. sinα F( t- 1) It represents the steering effect caused by the front wheel angle, which reflects the influence of steering on the lateral speed. y(t )+L˙YawRate (t) )˙sinα F(t-1) is the lateral velocity component after considering the yaw rate and the front wheel turning angle.

[0174] Through the above process, the ECU can obtain the actual wheel speed and predicted wheel speed of the target front wheel.

[0175] It should be understood that since the predicted wheel speed is the wheel speed of the target front wheel predicted based on the vehicle's dynamic model and sensor characteristics, the corresponding dynamic model and sensor characteristics are the same regardless of whether the target front wheel is the left front wheel or the right front wheel. In other words, regardless of whether the target front wheel is the left front wheel or the right front wheel, the calculated predicted wheel speed is the same.

[0176] Specifically, when determining the target steering angle difference between the current moment and the previous moment according to the actual wheel speed and the predicted wheel speed of the target front wheel, a proportional-integral (PI) controller is mainly used for implementation.

[0177] The expression of the PI controller is shown in the following formula (4).

[0178]

[0179] Wherein, in formula (4):

[0180] u (t) : The output signal of the PI controller, which is specifically the target angle difference Δα in the embodiment of the present application F ;

[0181] K p : proportional gain, which is a preset constant in the embodiment of the present application;

[0182] K i : integral gain, which is a preset constant in the embodiment of the present application;

[0183] e(t): The deviation between the actual wheel speed of the target front wheel and the predicted wheel speed, which is the input signal of the PI controller.

[0184] According to the above formula (4), the difference between the actual wheel speed of the target front wheel and the predicted wheel speed of the target front wheel can be used as input by the PI controller to obtain the target steering angle difference.

[0185] The reason why the target steering angle difference can be determined by the actual wheel speed of the target front wheel at the current moment and the predicted wheel speed of the target front wheel is that the deviation between the actual wheel speed of the target front wheel and the predicted wheel speed reflects the difference between the current vehicle state and the expected state. Through the PI controller, the ECU can convert the error sum between the actual wheel speed at the current moment and the predicted wheel speed into the front wheel steering angle increment, thereby adjusting the direction of the vehicle so that the actual wheel speed gradually approaches the predicted wheel speed.

[0186] In order to facilitate understanding of the calculation process of the target angle difference in the embodiment of the present application, the following is Figure 2 The above calculation process is explained.

[0187] Figure 2 It is a schematic flowchart of a method for determining a target rotation angle difference provided in an embodiment of the present application.

[0188] For example, Figure 2 As shown, the method 200 includes:

[0189] 201, determining the target front wheel according to the current driving condition, the actual wheel speed of the left front wheel and the actual wheel speed of the right front wheel.

[0190] 202, determine the product of the longitudinal acceleration and the time difference; and determine a first predicted longitudinal vehicle speed according to the previous longitudinal vehicle speed and the product.

[0191] 203, determining the second predicted longitudinal vehicle speed as the average wheel speed of the left rear wheel speed and the right rear wheel speed.

[0192] 204 , determining the target predicted longitudinal vehicle speed as the longitudinal vehicle speed with a smaller value between the first predicted longitudinal vehicle speed and the second predicted longitudinal vehicle speed.

[0193] 205 , determining a target predicted lateral vehicle speed according to the previous lateral vehicle speed, the lateral acceleration, the yaw acceleration, the target predicted longitudinal vehicle speed and the time difference.

[0194] 206 , determining a predicted wheel speed according to the target predicted lateral vehicle speed, the target predicted longitudinal vehicle speed, the yaw rate at the current moment, and the previous front wheel turning angle.

[0195] 207 , determining a target turning angle difference between a current moment and a previous moment according to the actual wheel speed of the target front wheel and the predicted wheel speed of the target front wheel.

[0196] 201-207 in the above method 200 have the same inventive concept as the step of determining the target angle difference in method 100. For details, please refer to the introduction in method 200 and will not be repeated here.

[0197] 102. Determine a target steering wheel angle at a current moment according to a target angle difference, a first predicted front wheel angle at a current moment, and a previous front wheel angle at a previous moment, wherein the first predicted front wheel angle is a front wheel angle predicted based on the running state of the vehicle at a current moment.

[0198] After obtaining the front wheel angle change Δα between the previous moment and the current moment F Afterwards, since the steering wheel angle and the front wheel angle of the vehicle satisfy a preset rotation ratio relationship, the ECU can first determine the target front wheel angle at the current moment, and then obtain the target steering wheel angle based on the rotation ratio relationship.

[0199] Specifically, when determining the front wheel turning angle at the current moment, the ECU may first estimate a first predicted front wheel turning angle under the current driving state according to the dynamic characteristics of the vehicle, taking into account the driving state of the vehicle.

[0200] In a possible implementation, the step of determining the first predicted front wheel turning angle includes:

[0201] Obtain the actual longitudinal speed, rear wheel steering angle and yaw rate of the vehicle at the current moment;

[0202] A first predicted front wheel steering angle is determined according to the actual longitudinal vehicle speed, the rear wheel steering angle and the yaw rate.

[0203] Specifically, the first predicted front wheel turning angle can be calculated using the following formula (5).

[0204] α Fdynamic(t) =YawRate (t) ·L / V xveh(t) -α R(t) Formula (5)

[0205] Wherein, in formula (5):

[0206] α Fdynamic(t) : The dynamic front wheel steering angle of the vehicle at the current time t, unit: degree (°);

[0207] YawRate(t): yaw rate at the current time t, unit: radians per second (rad / s);

[0208] L: wheelbase, unit: millimeter (mm);

[0209] V xveh(t) : The actual longitudinal speed of the vehicle at the current time t, unit: kilometers per hour (Km / h);

[0210] α R( t ) : The rear wheel steering angle of the vehicle at the current time t, unit: degree (°).

[0211] Specifically, the first predicted front wheel turning angle is obtained by the ECU based on the vehicle's dynamic model and current sensor parameters, and it can reflect the real-time control requirements of the vehicle at the current moment.

[0212] The ECU obtains the actual longitudinal speed of the vehicle at the current moment through the longitudinal speed sensor of the vehicle, obtains the rear wheel angle through the angle sensor on the rear wheel, and obtains the yaw rate through the yaw rate sensor. The rear wheel angle can be any one of the left rear wheel angle and the right rear wheel angle, or the average of the left rear wheel angle and the right rear wheel angle.

[0213] After obtaining the above parameters, the ECU can calculate the first predicted front wheel turning angle through the above formula (5).

[0214] It should be understood that in the above process, the ECU calculates the target steering angle difference, and based on the target steering angle difference and the previous front wheel steering angle, the ECU can also obtain a current predicted front wheel steering angle, called the "second predicted front wheel steering angle". Further, through the first predicted front wheel steering angle and the second predicted front wheel steering angle, the ECU can obtain the current target front wheel steering angle, and through the steering ratio, convert it to obtain the target steering wheel angle at the current moment.

[0215] In a possible implementation, determining a target steering wheel angle at a current moment according to the target angle difference, the first predicted front wheel angle at a current moment, and the previous front wheel angle at a previous moment includes:

[0216] Determine the second predicted front wheel turning angle at the current moment as the sum of the target turning angle difference and the previous front wheel turning angle;

[0217] Determine the target front wheel turning angle as the front wheel turning angle with a smaller value between the first predicted front wheel turning angle and the second predicted front wheel turning angle;

[0218] The target steering wheel angle is determined based on the target front wheel angle and the preset turning ratio.

[0219] Specifically, the process of determining the target front wheel turning angle can be expressed by the following formula (6).

[0220] α F(t) =min(Δα F +α F(t-1) ,a F(dynamic) ) Formula (6)

[0221] Wherein, in formula (6):

[0222] α Fdynamic(t) : The dynamic front wheel steering angle of the vehicle at the current time t, unit: degree (°);

[0223] Δα F : Target angle difference, unit: degree (°);

[0224] α F( t- 1) : The previous front wheel turning angle at the previous time t-1, unit, degree (°).

[0225] Among them, Δα F +α F(t-1) is the second predicted front wheel turning angle, α Fdynamic(t) In order to ensure the steering safety of the vehicle, after the ECU calculates the first predicted front wheel turning angle and the second predicted front wheel turning angle, it can select the smaller front wheel turning angle as the target front wheel turning angle.

[0226] Finally, the ECU obtains the target steering wheel angle at the current moment through the preset turning ratio between the front wheel angle and the steering wheel angle.

[0227] Below through Figure 3 The process of calculating the steering wheel angle in the embodiment of the present application is introduced.

[0228] Figure 3 It is a schematic flowchart of a method for determining a steering wheel angle provided in an embodiment of the present application.

[0229] For example, Figure 3 As shown, the method 300 includes:

[0230] 301, determining the target front wheel according to the current driving condition, the actual wheel speed of the left front wheel, and the actual wheel speed of the right front wheel.

[0231] 302, determine the product of the longitudinal acceleration and the time difference; and determine a first predicted longitudinal vehicle speed according to the previous longitudinal vehicle speed and the product.

[0232] 303 , determining the second predicted longitudinal vehicle speed as the average wheel speed of the left rear wheel speed and the right rear wheel speed.

[0233] 304 , determining the target predicted longitudinal vehicle speed as the longitudinal vehicle speed with a smaller value between the first predicted longitudinal vehicle speed and the second predicted longitudinal vehicle speed.

[0234] 305 , determining a target predicted lateral vehicle speed according to the previous lateral vehicle speed, the lateral acceleration, the yaw acceleration, the target predicted longitudinal vehicle speed and the time difference.

[0235] 306 , determining a predicted wheel speed according to the target predicted lateral vehicle speed, the target predicted longitudinal vehicle speed, the current yaw rate and the previous front wheel turning angle.

[0236] 307 , determining a target turning angle difference between a current moment and a previous moment according to the actual wheel speed of the target front wheel and the predicted wheel speed of the target front wheel.

[0237] 308, determining the second predicted front wheel turning angle at the current moment as the sum of the target turning angle difference and the previous front wheel turning angle.

[0238] 309 , determining a first predicted front wheel steering angle according to the actual longitudinal vehicle speed, the rear wheel steering angle, and the yaw angular velocity.

[0239] 310, determining the target front wheel turning angle as the front wheel turning angle with a smaller value between the first predicted front wheel turning angle and the second predicted front wheel turning angle;

[0240] 311 , determining a target steering wheel angle according to a target front wheel angle and a preset turning ratio.

[0241] The process of determining the target steering wheel angle in the above method 300 has the same inventive concept as the process of determining the target steering wheel angle in the method 200. For details, please refer to the detailed introduction in the method 200, which will not be repeated here.

[0242] 103 , controlling the vehicle operation based on the target steering wheel angle.

[0243] After obtaining the target steering wheel angle at the current moment, the ECU can control the operation of vehicle functions that rely on the steering wheel angle signal based on the target steering wheel angle to ensure the driving safety of the vehicle.

[0244] In summary, during the operation of the vehicle, if the steering wheel signal is lost, the present application proposes a method for determining the vehicle turning angle. Specifically, when the vehicle detects that the steering wheel angle signal is abnormal (lost), the target turning angle difference between the current moment and the previous moment is determined by the actual wheel speed of the target front wheel and the predicted wheel speed of the target front wheel. Among them, the target front wheel is the front wheel of the left front wheel and the right front wheel that can ensure that the vehicle is in a safe driving state. The above estimation process gives priority to ensuring the driving safety of the vehicle. The actual wheel speed and the predicted wheel speed reflect the difference between the wheel speed and the ideal wheel speed during the vehicle's driving process. The target turning angle difference is determined by the two wheel speeds and the steering wheel angle is further obtained, so that the actual wheel speed during the vehicle's driving process is closer to the predicted wheel speed. Therefore, when the steering wheel signal is abnormal, the target steering wheel angle is obtained by estimation, so that the vehicle can still turn normally, optimize the steering response and accuracy of the vehicle, ensure the continuity of the user's driving process, will not make the user feel anxious, and enhance the reliability of the vehicle's fault handling.

[0245] Figure 4 It is a structural schematic diagram of a device for determining a vehicle turning angle provided in an embodiment of the present application.

[0246] For example, Figure 4 As shown, the device 400 includes:

[0247] The difference determination module 401 is used to determine the target steering angle difference between the current moment and the previous moment according to the actual wheel speed of the target front wheel and the predicted wheel speed of the target front wheel when the steering wheel angle signal is abnormal; the target front wheel is the front wheel of the left front wheel and the right front wheel that can make the vehicle in a safe driving state;

[0248] A turning angle determination module 402, configured to determine a target steering wheel angle at the current moment according to the target turning angle difference, a first predicted front wheel turning angle at the current moment, and a previous front wheel turning angle at the previous moment, wherein the first predicted front wheel turning angle is a front wheel turning angle predicted based on the running state of the vehicle at the current moment;

[0249] The control module 403 is used to control the operation of the vehicle based on the target steering wheel angle.

[0250] In one possible implementation, the turning angle determination module 402 is specifically used to: determine the second predicted front wheel angle at the current moment as the sum of the target angle difference and the previous front wheel angle; determine the target front wheel angle as the front wheel angle with a smaller value between the first predicted front wheel angle and the second predicted front wheel angle; and determine the target steering wheel angle based on the target front wheel angle and a preset turning ratio.

[0251] Optionally, the device also includes: a wheel speed determination module, used to determine the target front wheel based on the operating parameters of the vehicle at a current moment, where the operating parameters are used to indicate the operating state of the vehicle; and to determine the predicted wheel speed based on the operating parameters at the current moment, the operating parameters of the vehicle at a previous moment, and the time difference between the current moment and the previous moment.

[0252] In a possible implementation, the operating parameters at the current moment include the driving condition, the actual wheel speed of the left front wheel, and the actual wheel speed of the right front wheel. The wheel speed determination module 401 is specifically used to: when the actual wheel speed of the left front wheel is normal and the actual wheel speed of the right front wheel is abnormal, determine the target front wheel to be the left front wheel; when the actual wheel speed of the left front wheel is abnormal and the actual wheel speed of the right front wheel is normal, determine the target front wheel to be the right front wheel; when the actual wheel speed of the left front wheel is normal and the actual wheel speed of the right front wheel is normal, if the driving condition is a driving condition, determine the target front wheel to be the front wheel corresponding to the smaller wheel speed between the actual wheel speed of the left front wheel and the actual wheel speed of the right front wheel; if the driving condition is a braking condition, determine the target front wheel to be the front wheel corresponding to the larger wheel speed between the actual wheel speed of the left front wheel and the actual wheel speed of the right front wheel.

[0253] In one possible implementation, the wheel speed determination module 401 is also used to: determine the target predicted lateral vehicle speed and the target predicted longitudinal vehicle speed at the current moment based on the operating parameters at the current moment, the operating parameters at the previous moment and the time difference; determine the predicted wheel speed based on the target predicted lateral vehicle speed, the target predicted longitudinal vehicle speed, the operating parameters at the current moment and the operating parameters at the previous moment.

[0254] In a possible implementation, the operating parameters at the current moment include yaw rate, lateral acceleration, longitudinal acceleration, left rear wheel speed and right rear wheel speed, the operating parameters at the previous moment include previous longitudinal vehicle speed, previous lateral vehicle speed and previous front wheel turning angle, and the wheel speed determination module 401 is further used to: determine the product of the longitudinal acceleration and the time difference; determine a first predicted longitudinal vehicle speed according to the previous longitudinal vehicle speed and the product; determine the second predicted longitudinal vehicle speed as the average wheel speed of the left rear wheel speed and the right rear wheel speed; determine the target predicted longitudinal vehicle speed as the product of the first predicted longitudinal vehicle speed and the second predicted longitudinal vehicle speed. The longitudinal vehicle speed with a smaller value in the measured longitudinal vehicle speed; determining the target predicted lateral vehicle speed according to the previous lateral vehicle speed, the lateral acceleration, the yaw acceleration, the target predicted longitudinal vehicle speed and the time difference; and the wheel speed determination module is also used to: determine the sine value and cosine value of the previous front wheel turning angle; determine the first predicted wheel speed component according to the cosine value, the target predicted longitudinal vehicle speed and the yaw angular velocity; determine the second predicted wheel speed component according to the sine value, the target predicted lateral vehicle speed and the yaw angular velocity; and determine the predicted wheel speed as the sum of the first predicted wheel speed component and the second predicted wheel speed component.

[0255] Optionally, the device also includes: an angle prediction module, used to obtain the actual longitudinal speed, rear wheel angle and yaw angular velocity of the vehicle at the current moment; and determine the first predicted front wheel angle based on the actual longitudinal speed, the rear wheel angle and the yaw angular velocity.

[0256] Figure 5 It is a structural schematic diagram of a vehicle provided in an embodiment of the present application.

[0257] For example, Figure 5 As shown, the vehicle 500 includes: a memory 501 and a processor 502, wherein the memory 501 stores an executable program code 5011, and the processor 502 is used to call and execute the executable program code 5011 to perform a method for determining a vehicle turning angle.

[0258] In addition, an embodiment of the present application also protects a device, which may include a memory and a processor, wherein the memory stores an executable program code, and the processor is used to call and execute the executable program code to execute a method for determining a vehicle turning angle provided in an embodiment of the present application.

[0259] In this embodiment, the functional modules of the device can be divided according to the above method example. For example, each functional module can be corresponded, or two or more functions can be integrated into one processing module. The above integrated module can be implemented in the form of hardware. It should be noted that the division of modules in this embodiment is schematic and is only a logical function division. There may be other division methods in actual implementation.

[0260] In the case of dividing each functional module according to each function, the device may also include a difference determination module, an angle determination module and a control module, etc. It should be noted that all relevant contents of each step involved in the above method embodiment can be referred to the functional description of the corresponding functional module, which will not be repeated here.

[0261] It should be understood that the device provided in this embodiment is used to execute the above-mentioned method for determining the turning angle of a vehicle, and thus can achieve the same effect as the above-mentioned implementation method.

[0262] In the case of an integrated unit, the device may include a processing module and a storage module. When the device is applied to a vehicle, the processing module may be used to control and manage the actions of the vehicle. The storage module may be used to support the vehicle in executing relevant program codes, etc.

[0263] The processing module may be a processor or a controller, which may implement or execute various exemplary logic blocks, modules and circuits shown in conjunction with the disclosure of the present application. The processor may also be a combination that implements computing functions, such as a combination of one or more microprocessors, a combination of digital signal processing (DSP) and a microprocessor, etc. The storage module may be a memory.

[0264] In addition, the device provided in the embodiments of the present application may specifically be a chip, a component or a module, and the chip may include a connected processor and a memory; wherein the memory is used to store instructions, and when the processor calls and executes the instructions, the chip can execute a method for determining a vehicle turning angle provided in the above embodiment.

[0265] This embodiment also provides a computer-readable storage medium, in which a computer program code is stored. When the computer program code is executed on a computer, the computer executes the above-mentioned related method steps to implement a method for determining a vehicle turning angle provided in the above embodiment.

[0266] This embodiment also provides a computer program product. When the computer program product is run on a computer, the computer is enabled to execute the above-mentioned related steps to implement a method for determining a vehicle turning angle provided in the above embodiment.

[0267] Among them, the device, computer-readable storage medium, computer program product or chip provided in this embodiment is used to execute the corresponding method provided above. Therefore, the beneficial effects that can be achieved can refer to the beneficial effects in the corresponding method provided above, and will not be repeated here.

[0268] Through the description of the above implementation methods, technical personnel in the relevant field can understand that for the convenience and simplicity of description, only the division of the above-mentioned functional modules is used as an example. In actual applications, the above-mentioned functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0269] In the embodiments provided in the present application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are only schematic, for example, the division of modules or units is only a logical function division, and there may be other division methods in actual implementation, such as multiple units or components can be combined or integrated into another device, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0270] The above contents are only specific implementation methods of the present application, but the protection scope of the present application is not limited thereto. Any technician familiar with the technical field can easily think of changes or substitutions within the technical scope disclosed in the present application, which should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

Claims

1. A method for determining a vehicle turning angle, characterized in that: The method comprises: In the case of an abnormal steering wheel angle signal, determining a target steering angle difference between the current moment and the previous moment according to the actual wheel speed of the target front wheel and the predicted wheel speed of the target front wheel; the target front wheel is the front wheel of the left front wheel and the right front wheel that can keep the vehicle in a safe driving state; Determining the target steering wheel angle at the current moment according to the target angle difference, the first predicted front wheel angle at the current moment and the previous front wheel angle at the previous moment, wherein the first predicted front wheel angle is a front wheel angle predicted based on the running state of the vehicle at the current moment; Based on the target steering wheel angle, the vehicle operation is controlled.

2. The method according to claim 1, characterized in that Determining the target steering wheel angle at the current moment according to the target angle difference, the first predicted front wheel angle at the current moment, and the previous front wheel angle at the previous moment comprises: Determining the second predicted front wheel turning angle at the current moment as the sum of the target turning angle difference and the previous front wheel turning angle; Determining the target front wheel turning angle as the front wheel turning angle with a smaller value between the first predicted front wheel turning angle and the second predicted front wheel turning angle; The target steering wheel angle is determined according to the target front wheel angle and a preset turning ratio.

3. The method according to claim 1, characterized in that The method further comprises: Determining the target front wheel according to the operating parameters of the vehicle at the current moment, wherein the operating parameters are used to indicate the operating state of the vehicle; The predicted wheel speed is determined according to the operating parameters at the current moment, the operating parameters of the vehicle at a previous moment, and the time difference between the current moment and the previous moment.

4. The method according to claim 3, characterized in that The operating parameters at the current moment include the driving condition, the actual wheel speed of the left front wheel, and the actual wheel speed of the right front wheel. Determining the target front wheel according to the operating parameters of the vehicle at the current moment includes: When the actual wheel speed of the left front wheel is normal and the actual wheel speed of the right front wheel is abnormal, determining that the target front wheel is the left front wheel; When the actual wheel speed of the left front wheel is abnormal and the actual wheel speed of the right front wheel is normal, determining that the target front wheel is the right front wheel; When the actual wheel speed of the left front wheel is normal and the actual wheel speed of the right front wheel is normal, if the driving condition is a driving condition, the target front wheel is determined as the front wheel corresponding to the smaller wheel speed between the actual wheel speed of the left front wheel and the actual wheel speed of the right front wheel; if the driving condition is a braking condition, the target front wheel is determined as the front wheel corresponding to the larger wheel speed between the actual wheel speed of the left front wheel and the actual wheel speed of the right front wheel.

5. The method according to claim 3, characterized in that: Determining the predicted wheel speed according to the operating parameters at the current moment, the operating parameters of the vehicle at a previous moment, and the time difference between the current moment and the previous moment includes: Determining the target predicted lateral vehicle speed and the target predicted longitudinal vehicle speed at the current moment according to the operating parameters at the current moment, the operating parameters at the previous moment, and the time difference; The predicted wheel speed is determined according to the target predicted lateral vehicle speed, the target predicted longitudinal vehicle speed, the operating parameters at the current moment, and the operating parameters at the previous moment.

6. The method according to claim 5, characterized in that The operating parameters at the current moment include yaw rate, lateral acceleration, longitudinal acceleration, left rear wheel speed, and right rear wheel speed; the operating parameters at the previous moment include previous longitudinal vehicle speed, previous lateral vehicle speed, and previous front wheel turning angle; and determining the target predicted lateral vehicle speed and the target predicted longitudinal vehicle speed at the current moment according to the operating parameters at the current moment, the operating parameters at the previous moment, and the time difference, includes: Determine the product of the longitudinal acceleration and the time difference; determine a first predicted longitudinal vehicle speed according to the previous longitudinal vehicle speed and the product; determine a second predicted longitudinal vehicle speed as an average wheel speed of the left rear wheel speed and the right rear wheel speed; determine the target predicted longitudinal vehicle speed as the longitudinal vehicle speed with a smaller value between the first predicted longitudinal vehicle speed and the second predicted longitudinal vehicle speed; determining the target predicted lateral vehicle speed according to the previous lateral vehicle speed, the lateral acceleration, the yaw acceleration, the target predicted longitudinal vehicle speed and the time difference; And, determining the predicted wheel speed according to the target predicted lateral vehicle speed, the target predicted longitudinal vehicle speed, the operating parameters at the current moment, and the operating parameters at the previous moment, comprises: Determining the sine value and cosine value of the previous front wheel turning angle; determining a first predicted wheel speed component according to the cosine value, the target predicted longitudinal vehicle speed and the yaw rate; determining a second predicted wheel speed component according to the sine value, the target predicted lateral vehicle speed and the yaw rate; The predicted wheel speed is determined as the sum of the first predicted wheel speed component and the second predicted wheel speed component.

7. The method according to claim 1, characterized in that The step of determining the first predicted front wheel turning angle comprises: Obtaining the actual longitudinal speed, rear wheel steering angle and yaw angular velocity of the vehicle at the current moment; The first predicted front wheel turning angle is determined according to the actual longitudinal vehicle speed, the rear wheel turning angle and the yaw rate.

8. A device for determining a turning angle of a vehicle, characterized in that: The device comprises: a difference determination module, for determining, when the steering wheel angle signal is abnormal, a target steering angle difference between the current moment and the previous moment according to the actual wheel speed of the target front wheel and the predicted wheel speed of the target front wheel; the target front wheel is the front wheel of the left front wheel and the right front wheel that can keep the vehicle in a safe driving state; a steering angle determination module, configured to determine the target steering wheel angle at the current moment according to the target steering angle difference, the first predicted front wheel steering angle at the current moment, and the previous front wheel steering angle at the previous moment, wherein the first predicted front wheel steering angle is a front wheel steering angle predicted based on the running state of the vehicle at the current moment; A control module is used to control the operation of the vehicle based on the target steering wheel angle.

9. A vehicle, characterized in that: The vehicle comprises: A memory for storing executable program codes; A processor, configured to call and run the executable program code from the memory, so that the vehicle executes the method according to any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores a computer program, and when the computer program is executed, the method according to any one of claims 1 to 7 is implemented.

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