Vehicle control method and device, vehicle and computer readable storage medium

Abstract

The invention provides a vehicle control method and device, a vehicle and a computer readable storage medium, and relates to the technical field of vehicle control, the method comprises the following steps: under the condition that the vehicle activates a crabbing mode, if it is judged that there is a difference between a front wheel rotation angle and a rear wheel rotation angle, compensating the rear wheel rotation angle of a rear wheel, and if there is a difference between the front wheel rotation angle and the rear wheel rotation angle, compensating the rear wheel rotation angle of the rear wheel; then, the steering angle compensation direction of rear wheels is calculated according to the driving data of the vehicle, the rear wheel steering angle compensation speed corresponding to the rear wheels is calculated according to the rotating speed of a steering wheel, and then the rear wheels are controlled to steer towards the steering angle compensation direction according to the rear wheel steering angle compensation speed; therefore, the difference value between the actual yaw velocity and the target yaw velocity of the vehicle is located in the yaw velocity error interval corresponding to the driver control parameters, and the stability of the vehicle in the crabbing mode can be improved.

Description

Technical Field

[0001] The present application relates to the field of vehicle control technology, and more specifically, to a vehicle control method, device, vehicle and computer-readable storage medium in the field of vehicle control technology. Background Art

[0002] In terms of vehicle control, crab mode is a special steering control strategy that allows the front and rear wheels of the vehicle to turn in the same direction and at the same angle, so that the vehicle can drive diagonally. This mode has significant advantages in scenarios such as fast lane changes, quickly moving away from obstacles, and parking in and out, especially in narrow spaces or complex road conditions, which can improve the flexibility and maneuverability of the vehicle. However, the existing crab mode control method has certain limitations, especially at high speeds, due to the error of the steering mechanical transmission system, the front and rear wheel angles cannot be completely consistent, which may cause the vehicle to yaw and become unstable, reducing the stability of the vehicle in crab mode. Summary of the invention

[0003] The embodiments of the present application provide a vehicle control method, device, vehicle and computer-readable storage medium. The embodiments of the present application can improve the stability of the vehicle when operating in crab mode.

[0004] In a first aspect, a vehicle control method is provided, the vehicle control method comprising: when the vehicle activates a crab mode, determining whether there is a difference between the front wheel angle and the rear wheel angle; when it is determined that there is a difference between the front wheel angle and the rear wheel angle, determining the angle compensation direction of the rear wheels according to the driving data of the vehicle; determining the rear wheel angle compensation speed corresponding to the rear wheels according to the steering wheel speed; and controlling the rear wheels to steer toward the angle compensation direction based on the rear wheel angle compensation speed, so that the difference between the actual yaw angular velocity of the vehicle and the target yaw angular velocity is within the yaw angular velocity error interval corresponding to the driver control parameter.

[0005] Based on the above technical solution, the embodiment of the present application adopts the method of compensating the rear wheel angle of the rear wheel if it is determined that there is a difference between the front wheel angle and the rear wheel angle when the crab mode is activated by the vehicle, and then calculating the rear wheel angle compensation direction according to the vehicle's driving data, and calculating the rear wheel angle compensation speed corresponding to the rear wheel according to the steering wheel speed, and then controlling the rear wheel to steer in the angle compensation direction according to the rear wheel angle compensation speed, so that the difference between the actual yaw angular velocity of the vehicle and the target yaw angular velocity is within the yaw angular velocity error interval corresponding to the driver's control parameter, thereby ensuring that the front wheel angle and the rear wheel angle are consistent, which not only improves the stability of the vehicle in the crab mode, but also can more accurately match the driver's operation, achieve more precise rear wheel angle control, and ensure that the steering of the rear wheels and the rotation of the steering wheel are precisely matched.

[0006] In one possible implementation, when the crab mode is activated for the vehicle, determining whether there is a difference between the front wheel angle and the rear wheel angle includes: when the crab mode is activated for the vehicle, obtaining the vehicle's driving speed and / or the lateral slope acceleration within a preset time period; if the driving speed is greater than a first threshold and / or the absolute value of the lateral slope acceleration within the preset time period is less than a second threshold, determining whether there is a difference between the front wheel angle and the rear wheel angle based on the driving data.

[0007] When it is determined that rear wheel angle compensation can be performed based on the vehicle's driving speed and / or lateral slope acceleration, judging whether there is a difference between the front wheel angle and the rear wheel angle based on driving data can ensure driving safety during the subsequent rear wheel angle compensation.

[0008] In a possible implementation, the driving data includes wheel speed values ​​of four wheels and a vehicle yaw angle; and judging whether there is a difference between the front wheel turning angle and the rear wheel turning angle according to the driving data includes: if the wheel speed values ​​of the four wheels and the vehicle yaw angle satisfy a first condition, a second condition and a third condition, judging that there is a difference between the front wheel turning angle and the rear wheel turning angle; if the wheel speed values ​​of the four wheels and the vehicle yaw angle do not satisfy at least one of the first condition, the second condition and the third condition, judging that there is no difference between the front wheel turning angle and the rear wheel turning angle; wherein the first condition includes: the absolute value of the wheel speed difference between the first wheel speed value and the second wheel speed value is greater than a third threshold value, the accumulated differences corresponding to a plurality of consecutive first time periods are all greater than a fourth threshold value, and within the plurality of consecutive first time periods, the wheel corresponding to the first wheel speed value and the wheel corresponding to the second wheel speed value are both wheels on opposite sides and And the wheels corresponding to the first wheel speed value and the wheels corresponding to the second wheel speed value have not changed; the first wheel speed value is the maximum value among the wheel speed values ​​of the four wheels, and the second wheel speed value is the minimum value among the wheel speed values ​​of the four wheels. For each first time period, the accumulated difference corresponding to the first time period is the sum of the wheel speed difference values ​​corresponding to each second time period included in the first time period; the second condition includes: the first numerical identifiers of the vehicle yaw angles corresponding to each of the consecutive first time periods are the same, and the first numerical identifier is used to indicate that the vehicle yaw angle is a positive value or a negative value; the third condition includes: the second numerical identifiers of the multiple wheel speed differences corresponding to each of the consecutive first time periods are the same or opposite to the second numerical identifiers of the vehicle yaw angles corresponding to each of the consecutive first time periods, and the second numerical identifier is used to indicate that the wheel speed difference is a positive value or a negative value.

[0009] By introducing the first to third conditions and combining the wheel speed values ​​of the four wheels and the vehicle's yaw angle to determine whether there is a difference between the front wheel angle and the rear wheel angle, and thus deciding whether to compensate for the rear wheel angle, the accuracy of determining whether there is a difference between the front wheel angle and the rear wheel angle can be provided.

[0010] In a possible implementation, determining the steering angle compensation direction of the rear wheels based on the driving data of the vehicle includes: if the second numerical identifiers of the multiple wheel speed differences corresponding to each of the multiple consecutive first time periods are the same as the second numerical identifiers of the vehicle yaw angles corresponding to each of the multiple consecutive first time periods, determining the steering direction of the front wheels as the steering angle compensation direction; if the second numerical identifiers of the multiple wheel speed differences corresponding to each of the multiple consecutive first time periods are opposite to the second numerical identifiers of the vehicle yaw angles corresponding to each of the multiple consecutive first time periods, determining the opposite direction of the steering direction of the front wheels as the steering angle compensation direction.

[0011] In one possible implementation, determining the rear wheel angle compensation speed corresponding to the rear wheel based on the steering wheel speed includes: obtaining a preset wheel angle speed corresponding to a preset steering wheel speed that is the same as the steering wheel speed in a mapping relationship to obtain the rear wheel angle compensation speed; wherein the mapping relationship includes multiple preset steering wheel speeds and preset wheel angle speeds corresponding to each of the multiple preset steering wheel speeds.

[0012] Adjusting the gradient descent strategy can effectively prevent the vehicle from swaying or becoming unstable during the exit compensation process, ensuring a smooth transition of the vehicle, and helping to improve the vehicle's driving stability and handling performance.

[0013] In one possible implementation, the rear wheels are controlled to steer toward the angle compensation direction based on the rear wheel angle compensation speed so that the difference between the actual yaw rate and the target yaw rate of the vehicle is located after the yaw rate error interval corresponding to the driver control parameter. The vehicle control method also includes: reducing the rear wheel angle compensation speed to 0 according to a gradient descent strategy.

[0014] In one possible implementation, the vehicle control method further includes: when starting to control the rear wheels to turn toward the angle compensation direction based on the rear wheel angle compensation speed, starting a timer to accumulate the duration of steering control of the rear wheels to obtain a cumulative duration; when the cumulative duration is greater than a preset duration, if the difference between the actual yaw angular velocity and the target yaw angular velocity is not within the yaw angular velocity error interval, reducing the rear wheel angle compensation speed to 0 according to a gradient descent strategy.

[0015] On the one hand, by setting a time limit, it is possible to prevent long-term invalid compensation, that is, to prevent the failure to successfully reduce the difference between the front wheel angle and the rear wheel angle for a long time, and to avoid adverse effects on the vehicle's driving stability. On the other hand, by reducing the rear wheel angle compensation speed to 0 according to the gradient descent strategy, it is possible to ensure that the vehicle smoothly transitions from the compensation state to the normal state, and to avoid sudden changes that affect the vehicle's driving stability.

[0016] In a possible implementation, the vehicle control method further includes: when the timer is started, starting a counter to record the number of times the angle compensation direction changes to obtain the number of direction changes; when the accumulated duration is less than or equal to the preset duration and the difference between the actual yaw angular velocity and the target yaw angular velocity is not within the yaw angular velocity error interval, if the number of direction changes is greater than the preset number, reducing the rear wheel angle compensation speed to 0 according to a gradient descent strategy.

[0017] On the one hand, by limiting the number of changes in the steering direction of the rear wheels during compensation, the vehicle can be prevented from frequently adjusting the rear wheel angles in a short period of time, thereby avoiding vehicle instability or control system failure. On the other hand, by reducing the rear wheel angle compensation speed to 0 according to the gradient descent strategy, the vehicle can be ensured to smoothly transition from the compensation state to the normal state, avoiding sudden changes that affect the vehicle's driving stability.

[0018] In one possible implementation, the vehicle control method also includes: in a case where it is determined that there is a difference between the front wheel angle and the rear wheel angle, obtaining a first time when a difference is determined between the front wheel angle and the rear wheel angle and a second time when wheel angle compensation was last completed; determining whether the time interval between the first time and the second time is greater than or equal to a preset time interval; if not, returning to execute the step of obtaining the first time when a difference is determined between the front wheel angle and the rear wheel angle and the second time when wheel angle compensation was last completed; if so, executing the step of determining the direction of rear wheel angle compensation based on the vehicle's driving data, which can prevent frequent activation of rear wheel angle compensation in a short period of time and avoid excessive intervention, thereby ensuring the vehicle's driving stability and handling performance.

[0019] In a second aspect, a vehicle control device is provided, the vehicle control device comprising:

[0020] A condition judgment module, used to judge whether there is a difference between the front wheel angle and the rear wheel angle when the vehicle activates the crab mode;

[0021] a direction determination module, configured to determine a steering angle compensation direction of the rear wheels according to the driving data of the vehicle when it is determined that there is a difference between the steering angle of the front wheels and the steering angle of the rear wheels;

[0022] A speed calculation module, used to determine a rear wheel angle compensation speed corresponding to the rear wheel according to a steering wheel speed;

[0023] The steering control module is used to control the rear wheels to steer toward the angle compensation direction based on the rear wheel angle compensation speed, so that the difference between the actual yaw rate and the target yaw rate of the vehicle is within the yaw rate error interval corresponding to the driver control parameter.

[0024] In a possible implementation, the condition determination module includes:

[0025] an acquisition unit, for acquiring the driving speed of the vehicle and / or the lateral slope acceleration within a preset time period when the crab mode is activated;

[0026] A judgment unit is used to judge whether there is a difference between the front wheel turning angle and the rear wheel turning angle according to the driving data if the driving speed is greater than a first threshold and / or the absolute value of the lateral slope acceleration within the preset time period is less than a second threshold.

[0027] In a possible implementation, the driving data includes wheel speed values ​​of four wheels and a vehicle yaw angle, and the judgment unit is specifically used to determine that there is a difference between the front wheel turning angle and the rear wheel turning angle if the wheel speed values ​​of the four wheels and the vehicle yaw angle meet a first condition, a second condition and a third condition; if the wheel speed values ​​of the four wheels and the vehicle yaw angle do not meet at least one of the first condition, the second condition and the third condition, determine that there is no difference between the front wheel turning angle and the rear wheel turning angle; wherein the first condition includes: the absolute value of the wheel speed difference between the first wheel speed value and the second wheel speed value is greater than a third threshold value, the accumulated differences corresponding to a plurality of consecutive first time periods are all greater than a fourth threshold value, and within the plurality of consecutive first time periods, the wheel corresponding to the first wheel speed value and the wheel corresponding to the second wheel speed value are both on opposite sides of each other and the wheel corresponding to the first wheel speed value is different from the wheel corresponding to the second wheel speed value. The wheels corresponding to the second wheel speed value have not changed; the first wheel speed value is the maximum value among the wheel speed values ​​of the four wheels, and the second wheel speed value is the minimum value among the wheel speed values ​​of the four wheels. For each first time period, the accumulated difference corresponding to the first time period is the sum of the wheel speed difference values ​​corresponding to each second time period included in the first time period; the second condition includes: the first numerical identifiers of the vehicle yaw angles corresponding to each of the consecutive first time periods are the same, and the first numerical identifier is used to indicate that the vehicle yaw angle is a positive value or a negative value; the third condition includes: the second numerical identifiers of the multiple wheel speed differences corresponding to each of the consecutive first time periods are the same as or opposite to the second numerical identifiers of the vehicle yaw angles corresponding to each of the consecutive first time periods, and the second numerical identifier is used to indicate that the wheel speed difference is a positive value or a negative value.

[0028] In one possible implementation, the direction determination module is specifically used to determine that the steering direction of the front wheels is the steering angle compensation direction if the second numerical identifiers of the multiple wheel speed differences corresponding to each of the multiple consecutive first time periods are the same as the second numerical identifiers of the vehicle yaw angles corresponding to each of the multiple consecutive first time periods; and to determine that the opposite direction of the steering direction of the front wheels is the steering angle compensation direction if the second numerical identifiers of the multiple wheel speed differences corresponding to each of the multiple consecutive first time periods are opposite to the second numerical identifiers of the vehicle yaw angles corresponding to each of the multiple consecutive first time periods.

[0029] In one possible implementation, the speed calculation module is specifically used to obtain a preset wheel angular velocity corresponding to a preset steering wheel speed that is the same as the steering wheel speed in a mapping relationship, and obtain the rear wheel angle compensation speed; wherein the mapping relationship includes multiple preset steering wheel speeds and preset wheel angular velocities corresponding to each of the multiple preset steering wheel speeds.

[0030] In a possible implementation, the vehicle control device further includes:

[0031] The first transition unit is used to reduce the rear wheel angle compensation speed to 0 according to the gradient descent strategy.

[0032] In a possible implementation, the vehicle control device further includes:

[0033] A second transition unit is used for starting a timer to accumulate the duration of steering control of the rear wheels to obtain a cumulative duration when the rear wheels are controlled to turn toward the angle compensation direction based on the rear wheel angle compensation speed; when the cumulative duration is greater than a preset duration, if the difference between the actual yaw angular velocity and the target yaw angular velocity is not within the yaw angular velocity error interval, reducing the rear wheel angle compensation speed to 0 according to a gradient descent strategy.

[0034] In a possible implementation, the vehicle control device further includes:

[0035] A third transition unit is used to start a counter when the timer is started to record the number of times the angle compensation direction changes to obtain the number of direction changes; when the accumulated time is less than or equal to the preset time and the difference between the actual yaw angular velocity and the target yaw angular velocity is not within the yaw angular velocity error interval, if the number of direction changes is greater than the preset number, the rear wheel angle compensation speed is reduced to 0 according to the gradient descent strategy.

[0036] In a possible implementation, the vehicle control device further includes:

[0037] A compensation activation unit is used to, when it is determined that there is a difference between the front wheel angle and the rear wheel angle, obtain a first time when it is determined that there is a difference between the front wheel angle and the rear wheel angle and a second time when wheel angle compensation was last completed; determine whether the time interval between the first time and the second time is greater than or equal to a preset time interval; if not, return to execute the step of obtaining the first time when it is determined that there is a difference between the front wheel angle and the rear wheel angle and the second time when wheel angle compensation was last completed; if so, execute the step of determining the angle compensation direction of the rear wheels according to the driving data of the vehicle.

[0038] 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 vehicle control method in the first aspect or any possible implementation of the first aspect.

[0039] In a fourth aspect, a computer program product is provided, which includes: a computer program code, which, when executed on a computer, enables the computer to execute the vehicle control method in the above-mentioned first aspect or any possible implementation of the first aspect.

[0040] 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 vehicle control method in the above-mentioned first aspect or any possible implementation of the first aspect. BRIEF DESCRIPTION OF THE DRAWINGS

[0041] Figure 1 A schematic flow chart of a vehicle control method provided in an embodiment of the present application is shown;

[0042] Figure 2 An exemplary schematic diagram showing a timeline;

[0043] Figure 3 Another exemplary schematic diagram showing a timeline;

[0044] Figure 4 A schematic structural diagram of a vehicle control device provided in an embodiment of the present application is shown;

[0045] Figure 5 A schematic structural diagram of a vehicle provided in an embodiment of the present application is shown. DETAILED DESCRIPTION

[0046] 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.

[0047] 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.

[0048] In terms of vehicle control, crab mode is a special steering control strategy that allows the front and rear wheels of the vehicle to turn in the same direction and at the same angle, so that the vehicle can drive diagonally. This mode has significant advantages in scenarios such as fast lane changes, quickly moving away from obstacles, and parking in and out, especially in narrow spaces or complex road conditions, which can improve the flexibility and maneuverability of the vehicle. However, the existing crab mode control method has certain limitations, especially at high speeds, due to the error of the steering mechanical transmission system, the front and rear wheel angles cannot be completely consistent, which may cause the vehicle to yaw and become unstable, reducing the stability of the vehicle in crab mode.

[0049] The embodiments of the present application provide a vehicle control method, device, vehicle and computer-readable storage medium. After the vehicle activates the crab mode, the embodiments of the present application detect in real time whether there is a significant difference in the front and rear wheel angles of the vehicle. If a significant difference in the front and rear wheel angles is detected, the rear wheel angles are compensated based on the vehicle's driving data and the driver's control parameters of the driver controlling the vehicle, thereby gradually reducing the difference in the front and rear wheel angles, so that the front and rear wheel angles remain consistent, which is beneficial to improving the stability of the vehicle in the crab mode.

[0050] The following is an embodiment of a vehicle control method provided in this application specification.

[0051] Figure 1 A schematic flow chart of a vehicle control method provided by an embodiment of the present application is shown, such as Figure 1 As shown, the vehicle control method provided in the embodiment of the present application is applied to a vehicle, the vehicle is provided with a crab mode, and the driver can activate or deactivate the crab mode through a control switch of the crab mode, the control switch including at least one of a physical switch, a virtual switch, a voice command switch, and a gesture command switch. The above vehicle control method includes the following schemes:

[0052] S110: When the crab mode is activated for the vehicle, determining whether there is a difference between the front wheel angle and the rear wheel angle;

[0053] S120: When it is determined that there is a difference between the front wheel steering angle and the rear wheel steering angle, determining a steering angle compensation direction of the rear wheel according to the driving data of the vehicle;

[0054] S130: determining a rear wheel angle compensation speed corresponding to the rear wheels according to the steering wheel speed;

[0055] S140: Controlling the rear wheels to steer in the angle compensation direction based on the rear wheel angle compensation speed, so that the difference between the actual yaw rate and the target yaw rate of the vehicle is within the yaw rate error interval corresponding to the driver control parameter.

[0056] In an exemplary embodiment, after detecting that the crab mode of the vehicle is activated, it is determined whether there is a difference between the front wheel angle and the rear wheel angle; if it is determined that there is no difference between the front wheel angle and the rear wheel angle, it means that there is no need to compensate for the rear wheel angle; if it is determined that there is a difference between the front wheel angle and the rear wheel angle, it means that there is a need to compensate for the rear wheel angle. Wherein, if there is a difference between the front wheel angle and the rear wheel angle, it is considered that the front wheel angle and the rear wheel angle are different; if there is no difference between the front wheel angle and the rear wheel angle, it is considered that the front wheel angle and the rear wheel angle are the same.

[0057] If it is determined that there is a difference between the front wheel steering angle and the rear wheel steering angle, the vehicle is controlled to perform a compensation operation on the rear wheel steering angle. The control of the vehicle to perform a compensation operation on the rear wheel steering angle includes: obtaining the vehicle's driving parameters, the driving data includes the wheel speed values ​​of the vehicle's four wheels and / or the vehicle's yaw angle, and calculating the steering angle compensation direction of the rear wheels according to the wheel speed values ​​of the vehicle's four wheels and the vehicle's yaw angle. The steering angle compensation direction may be the same as the steering direction of the front wheels (the vehicle's steering wheels), and the steering angle compensation direction may also be opposite to the steering direction of the front wheels. The steering angle compensation direction is used to indicate the steering direction of the rear wheels when compensating for the rear wheel steering angle of the rear wheels, so as to achieve precise rear wheel steering control; for example, if the steering angle compensation direction is the left direction, then when compensating for the rear wheel steering angle of the rear wheels, the rear wheels need to be controlled to steer left.

[0058] When the rear wheel angle compensation direction is determined, the rear wheel angle compensation speed corresponding to the rear wheel is calculated according to the steering wheel speed of the steering wheel. The rear wheel angle compensation speed is within the pre-set angle compensation speed range. By constraining the rear wheel angle compensation speed through the angle compensation speed range, it is possible to avoid the rear wheel turning too slowly or too quickly when compensating the rear wheel angle of the rear wheel. Since the steering wheel speed is highly correlated with the driver's steering intention, the rear wheel angle compensation speed corresponding to the rear wheel is calculated through the steering wheel speed, which can more accurately match the driver's operation, achieve more precise rear wheel angle control, and ensure that the steering of the rear wheel and the rotation of the steering wheel are accurately matched.

[0059] The driver control parameter includes at least one of a steering wheel speed, a steering wheel angle, and a driving speed of the vehicle. The yaw rate error interval corresponding to the driver control parameter is obtained through a first mapping relationship. The first mapping relationship is shown in Table 1:

[0060] Table 1

[0061] Driver control parameters Yaw rate error range Parameter C1 Interval H1 Parameter C2 Interval H2 Parameter C1 Interval H3 ... ...

[0062] Among them, the steering wheel speed is positively correlated with the maximum value of the yaw rate error interval, the steering wheel angle is positively correlated with the maximum value of the yaw rate error interval, and the driving speed of the vehicle is positively correlated with the maximum value of the yaw rate error interval. For example, if the steering wheel speed 1 is greater than the steering wheel speed 2, the maximum value of the yaw rate error interval corresponding to the steering wheel speed 2 is greater than the maximum value of the yaw rate error interval corresponding to the steering wheel speed 1; if the steering wheel angle 1 is greater than the steering wheel angle 2, the maximum value of the yaw rate error interval corresponding to the steering wheel angle 2 is greater than the maximum value of the yaw rate error interval corresponding to the steering wheel angle 1; if the driving speed 1 is greater than the driving speed 2, the maximum value of the yaw rate error interval corresponding to the driving speed 2 is greater than the maximum value of the yaw rate error interval corresponding to the driving speed 1.

[0063] After the vehicle activates the crab mode, it is expected that the vehicle will not yaw, that is, the target yaw rate of the vehicle is set to 0. After obtaining the rear wheel angle compensation speed and the angle compensation direction, the rear wheels are controlled to steer toward the angle compensation direction (e.g., to the left) by the wheel angle compensation speed, and it is determined in real time whether the difference between the actual yaw rate and the target yaw rate of the vehicle is within the yaw rate error interval corresponding to the driver control parameter. If the difference between the actual yaw rate and the target yaw rate is not within the yaw rate error interval, it is considered that the difference between the actual yaw rate and the target yaw rate is large, the vehicle still yaws, and the rear wheel angle of the rear wheel has not been compensated; if the difference between the actual yaw rate and the target yaw rate is within the yaw rate error interval, it is considered that the actual yaw rate has reached the target yaw rate, the vehicle does not yaw, and the vehicle is already in a stable state, indicating that the rear wheel angle of the rear wheel has been compensated, and the compensation is stopped.

[0064] Among them, controlling the rear wheel to steer toward the angle compensation direction according to the rear wheel angle compensation speed includes: taking the rear wheel angle compensation speed as the target speed, and using the rear wheel angle compensation speed to control the rear wheel to steer toward the angle compensation direction, that is, the actual rear wheel angle speed of the rear wheel = the rear wheel angle compensation speed, which can achieve rapid adjustment of the rear wheel angle and provide a faster rear wheel steering response. Alternatively, the actual rear wheel angle speed of the rear wheel is added to the rear wheel angle compensation speed to obtain the target rear wheel angle speed, that is, the target rear wheel angle speed = the actual rear wheel angle speed + the rear wheel angle compensation speed, and then using the target rear wheel angle speed to control the rear wheel to steer toward the angle compensation direction, which can more accurately adjust the steering angle of the rear wheel, so that the steering process of the rear wheel is smoother.

[0065] By integrating the rear wheel steering angle compensation speed, the compensation steering angle value for compensating the rear wheel steering angle of the rear wheel can be obtained, which is expressed as α. The time when the rear wheel steering angle compensation of the rear wheel starts is the start time t1 of the integration operation, and the time when the rear wheel steering angle compensation of the rear wheel ends is the end time t2 of the integration operation. The rear wheel steering angle compensation speed is expressed as v, then:

[0066]

[0067] The embodiment of the present application adopts the method of compensating the rear wheel angle of the rear wheel if it is determined that there is a difference between the front wheel angle and the rear wheel angle when the crab mode is activated, and then calculating the rear wheel angle compensation direction according to the vehicle's driving data, and calculating the rear wheel angle compensation speed corresponding to the rear wheel according to the steering wheel speed, and then controlling the rear wheel to steer in the angle compensation direction according to the rear wheel angle compensation speed, so that the difference between the actual yaw angular velocity of the vehicle and the target yaw angular velocity is within the yaw angular velocity error interval corresponding to the driver's control parameters, thereby ensuring that the front wheel angle and the rear wheel angle are consistent, which not only improves the stability of the vehicle in the crab mode, but also can more accurately match the driver's operation, achieve more precise rear wheel angle control, and ensure that the steering of the rear wheels and the rotation of the steering wheel are precisely matched.

[0068] In a possible implementation, when the vehicle activates the crab mode, determining whether there is a difference between the front wheel angle and the rear wheel angle comprises the following steps:

[0069] When the vehicle is in crab mode, obtaining the vehicle's driving speed and / or the lateral slope acceleration within a preset time period;

[0070] If the driving speed is greater than the first threshold and / or the absolute values ​​of the lateral slope acceleration within the preset time are less than the second threshold, it is determined based on the driving data whether there is a difference between the front wheel angle and the rear wheel angle.

[0071] After obtaining the vehicle's driving speed and the lateral slope acceleration within a preset time (e.g., 2s), if it is determined that the driving speed is less than or equal to the first threshold, it means that the vehicle is traveling at a low speed. Since the vehicle has better stability when traveling at a low speed, even if there is a significant difference between the front wheel angle and the rear wheel angle, the impact on the vehicle's driving is small, so there is no need to frequently perform rear wheel angle compensation. If it is determined that the driving speed is greater than the first threshold, it means that the vehicle is traveling at a high speed. Since when the vehicle is traveling at a high speed, if there is a significant difference between the front wheel angle and the rear wheel angle, it may cause the vehicle to yaw and become unstable, so rear wheel angle compensation may be performed.

[0072] If it is determined that the lateral slope acceleration within the preset time is greater than or equal to the second threshold, it means that the vehicle's roll angle is large, and if the rear wheel angle compensation is performed, it may cause the vehicle to become further unstable, and the rear wheel angle compensation cannot be performed. If it is determined that the lateral slope acceleration within the preset time is less than the second threshold, it means that the vehicle's roll angle is small, and if the rear wheel angle compensation does not cause the vehicle to become unstable, the rear wheel angle compensation can be performed.

[0073] When it is determined that rear wheel angle compensation can be performed based on the vehicle's driving speed and / or lateral slope acceleration, judging whether there is a difference between the front wheel angle and the rear wheel angle based on driving data can ensure driving safety during the subsequent rear wheel angle compensation.

[0074] In a possible implementation, if the driving data includes wheel speed values ​​of four wheels and a vehicle yaw angle, the above-mentioned determining whether there is a difference between the front wheel turning angle and the rear wheel turning angle according to the driving data includes the following steps:

[0075] If the wheel speed values ​​of the four wheels and the vehicle yaw angle meet the first condition, the second condition and the third condition, it is determined that there is a difference between the front wheel turning angle and the rear wheel turning angle;

[0076] If the wheel speed values ​​of the four wheels and the vehicle yaw angle do not satisfy at least one of the first condition, the second condition and the third condition, it is determined that there is no difference between the front wheel turning angle and the rear wheel turning angle.

[0077] Among them, the first condition includes: the absolute value of the wheel speed difference between the first wheel speed value and the second wheel speed value is greater than the third threshold value, the accumulated differences corresponding to M consecutive first time periods are greater than the fourth threshold value, and within M consecutive first time periods, the wheel corresponding to the first wheel speed value and the wheel corresponding to the second wheel speed value are wheels on opposite sides of each other and the wheel corresponding to the first wheel speed value and the wheel corresponding to the second wheel speed value have not changed; the first wheel speed value is the maximum value of the wheel speed values ​​of the four wheels, and the second wheel speed value is the minimum value of the wheel speed values ​​of the four wheels. For each first time period, the accumulated difference corresponding to the first time period is the sum of the wheel speed differences corresponding to each of the N second time periods included in the first time period, and M and N are both positive integers greater than 2.

[0078] like Figure 2 and Figure 3 As shown, Figure 2 An exemplary schematic diagram showing a time axis is shown, Figure 3Another exemplary schematic diagram of the time axis is shown, for example, M=3, N=4. The cycle lengths of the three first time periods are all 100 ms, the first first time period is T1 to T2, the second first time period is T2 to T3, and the third first time period is T3 to T4. Any first time period among the three first time periods is represented as a first time period Ti, and the first time period Ti includes four second time periods, and the cycle lengths of the four second time periods are all 25 ms, the first second time period is Ti to T(i+1), the second second time period is T(i+1) to T(i+2), the third second time period is T(i+2) to T(i+3), and the fourth second time period is T(i+3) to T(i+4).

[0079] For example, the absolute value of the wheel speed difference between the first wheel speed value and the second wheel speed value is greater than the third threshold value, the wheel corresponding to the first wheel speed value is the left front wheel, the wheel corresponding to the second wheel speed value is the right rear wheel, the left front wheel (located on the left) and the right rear wheel (located on the right) are wheels on opposite sides, the accumulated difference corresponding to the first time period Ti = the wheel speed difference corresponding to the first second time period + the wheel speed difference corresponding to the second second time period + the wheel speed difference corresponding to the third second time period + the wheel speed difference corresponding to the fourth second time period, the accumulated difference corresponding to the first time period Ti The first condition is considered to be met if the accumulated difference is greater than the fourth threshold, that is, the sum of the wheel speed differences corresponding to the four second time periods included in the first first time period is greater than the fourth threshold, the sum of the wheel speed differences corresponding to the four second time periods included in the second first time period is greater than the fourth threshold, the sum of the wheel speed differences corresponding to the four second time periods included in the third first time period is greater than the fourth threshold, and within these three first time periods, the wheel corresponding to the first wheel speed value is always the left front wheel, and the wheel corresponding to the second wheel speed value is always the right rear wheel.

[0080] The second condition includes: the first numerical identifiers of the vehicle yaw angle corresponding to each of the M consecutive first time periods are all the same, and the first numerical identifier is used to indicate that the vehicle yaw angle is a positive value or a negative value.

[0081] like Figure 2 and Figure 3 As shown, the vehicle yaw angles corresponding to the three consecutive first time periods are the three vehicle yaw angles, the vehicle yaw angle corresponding to the first time period Ti is obtained by integrating the yaw angular velocity within the first time period Ti, the start time of the integration operation is Ti, and the end time of the integration operation is T(i+4). If the first numerical identifiers of the three vehicle yaw angles are all the same, for example, the first numerical identifiers of the three vehicle yaw angles all indicate that the three vehicle yaw angles are positive or negative, then it is considered that the second condition is met.

[0082] The third condition includes: the second numerical identifiers of multiple wheel speed differences corresponding to each of M consecutive first time periods are the same as or opposite to the second numerical identifiers of the vehicle yaw angle corresponding to each of M consecutive first time periods, and the second numerical identifier is used to indicate whether the wheel speed difference is a positive value or a negative value.

[0083] like Figure 2 and Figure 3 As shown, there are 4 wheel speed differences corresponding to each of the three consecutive first time periods, that is, each first time period corresponds to 4 wheel speed differences, totaling 12 wheel speed differences. If the yaw angles of these three vehicles are positive and the 12 wheel speed differences are also positive, or the yaw angles of these three vehicles are negative and the 12 wheel speed differences are also negative, it is considered that the third condition is met.

[0084] By introducing the first to third conditions and combining the wheel speed values ​​of the four wheels and the vehicle's yaw angle to determine whether there is a difference between the front wheel angle and the rear wheel angle, and thus deciding whether to compensate for the rear wheel angle, the accuracy of determining whether there is a difference between the front wheel angle and the rear wheel angle can be provided.

[0085] In a possible implementation, the determining of the steering angle compensation direction of the rear wheels according to the driving data of the vehicle comprises the following steps:

[0086] If the second numerical identifiers of the plurality of wheel speed differences corresponding to the plurality of consecutive first time periods are the same as the second numerical identifiers of the vehicle yaw angles corresponding to the plurality of consecutive first time periods, determining that the steering direction of the front wheel is the steering angle compensation direction;

[0087] If the second numerical identifiers of the multiple wheel speed differences corresponding to the multiple consecutive first time periods are opposite to the second numerical identifiers of the vehicle yaw angles corresponding to the multiple consecutive first time periods, the opposite direction of the steering direction of the front wheels is determined to be the steering angle compensation direction.

[0088] like Figure 2 and Figure 3 As shown, if the above three vehicle yaw angles are positive and the above 12 wheel speed differences are also positive, or the above three vehicle yaw angles are negative and the above 12 wheel speed differences are also negative, the steering direction of the front wheels is determined to be the angle compensation direction, for example, the steering direction of the front wheels is the left direction, and the angle compensation direction is the left direction. If the above three vehicle yaw angles are positive and the above 12 wheel speed differences are negative, or the above three vehicle yaw angles are negative and the above 12 wheel speed differences are positive, the opposite direction of the steering direction of the front wheels is determined to be the angle compensation direction, for example, the steering direction of the front wheels is the left direction, and the angle compensation direction is the right direction.

[0089] In a possible implementation, determining the rear wheel steering angle compensation speed corresponding to the rear wheels according to the steering wheel speed includes the following steps:

[0090] Determining the rear wheel angle compensation speed corresponding to the rear wheels according to the steering wheel speed includes:

[0091] A preset wheel angular velocity corresponding to a preset steering wheel speed that is the same as the steering wheel speed in the mapping relationship is obtained to obtain a rear wheel angular compensation velocity.

[0092] The mapping relationship is called a second mapping relationship, and the second mapping relationship includes a plurality of preset steering wheel speeds and preset wheel angular velocities corresponding to the plurality of preset steering wheel speeds. The second mapping relationship is shown in Table 2:

[0093] Table 2

[0094] Preset steering wheel speed Preset wheel corner speed Speed ​​F1 Wheel angular velocity L1 Speed ​​F2 Wheel angular velocity L2 ... ...

[0095] For example, the preset steering wheel speed that is the same as the steering wheel speed in the first mapping relationship is the speed F1, then the rear wheel angle compensation speed corresponding to the rear wheel is the wheel angle speed L1, so that the rear wheel angle compensation speed corresponding to the rear wheel can be quickly obtained, which is beneficial to improving the compensation speed of the rear wheel angle.

[0096] In a possible implementation, the rear wheels are controlled to steer toward the angle compensation direction based on the rear wheel angle compensation speed so that the difference between the actual yaw rate and the target yaw rate of the vehicle is located after the yaw rate error interval corresponding to the driver control parameter. The vehicle control method further includes the following steps:

[0097] In order to avoid the sudden cancellation of the compensation operation and thus affect the driving stability of the vehicle, after the wheel angle compensation is completed, the compensation operation will not be canceled immediately, but the rear wheel angle compensation speed will be reduced to 0 according to the gradient descent strategy. Specifically, the rear wheel is continued to be controlled to turn toward the angle compensation direction based on the rear wheel angle compensation speed, and the rear wheel angle compensation speed is gradually reduced according to the gradient value designed in the gradient descent strategy (for example, 0.5° / s) until the rear wheel angle compensation speed is reduced to 0. Since the compensation angle value of the rear wheel can be obtained by integrating the rear wheel angle compensation speed, reducing the rear wheel angle compensation speed to 0 according to the gradient descent strategy is equivalent to gradually reducing the compensation angle value of the rear wheel until it is 0, so that the exit of the compensation operation is completed when the compensation angle value is reduced to 0. Among them, the gradient descent strategy can effectively prevent the vehicle from swaying or instability during the exit compensation process, ensure the smooth transition of the vehicle, and help improve the driving stability and handling performance of the vehicle.

[0098] In a possible implementation, the vehicle control method further includes the following steps:

[0099] When the rear wheels are controlled to turn toward the angle compensation direction based on the rear wheel angle compensation speed, a timer is started to accumulate the time for the rear wheels to be controlled to turn, and an accumulated time is obtained;

[0100] When the accumulated time is greater than the preset time, if the difference between the actual yaw rate and the target yaw rate is not within the yaw rate error interval, the rear wheel angle compensation speed is reduced to 0 according to the gradient descent strategy.

[0101] When the rear wheel is controlled to turn toward the angle compensation direction based on the rear wheel angle compensation speed, a timer is started to accumulate the time for steering the rear wheel to obtain the accumulated time, which can be understood as timing the time taken for the compensation operation by the timer to obtain the accumulated time. If it is determined that the accumulated time is greater than the preset time, but the difference between the actual yaw angular velocity and the target yaw angular velocity is not in the yaw angular velocity error interval, the rear wheel angle compensation is immediately stopped, and the rear wheel angle compensation speed is reduced to 0 according to the gradient descent strategy to gradually reduce the compensation angle value of the rear wheel until it is 0. On the one hand, by setting a time limit, it is possible to prevent long-term invalid compensation, that is, to prevent the difference between the front wheel angle and the rear wheel angle from being successfully reduced for a long time, and to avoid adverse effects on the vehicle driving stability. On the other hand, by reducing the rear wheel angle compensation speed to 0 according to the gradient descent strategy, it is possible to ensure that the vehicle smoothly transitions from the compensation state to the normal state, and to avoid sudden changes affecting the vehicle driving stability.

[0102] In a possible implementation, the vehicle control method further includes the following steps:

[0103] When the timer is started, a counter is started to record the number of times the direction of the rotation angle compensation is changed, thereby obtaining the number of direction changes;

[0104] When the accumulated time is less than or equal to the preset time and the difference between the actual yaw rate and the target yaw rate is not within the yaw rate error interval, if the number of direction changes is greater than the preset number, the rear wheel angle compensation speed is reduced to 0 according to the gradient descent strategy.

[0105] When the timer is started, a counter is also started. The counter records the number of times the direction of the steering angle compensation changes. That is, if the direction of the steering angle compensation does not change once, the value of the counter is increased by 1, thereby obtaining the number of direction changes. When the accumulated duration is less than or equal to the preset duration and the difference between the actual yaw angular velocity and the target yaw angular velocity is not within the yaw angular velocity error interval, if the number of direction changes is detected to be greater than the preset number, it means that the steering direction of the rear wheels has changed multiple times during the compensation period, that is, the left and right steering switching of the rear wheels is too frequent, then the rear wheel steering angle compensation speed is reduced to 0 according to the gradient descent strategy, so as to gradually reduce the compensation steering angle value of the rear wheels until it is 0. On the one hand, by limiting the number of changes in the steering direction of the rear wheels during the compensation period, the vehicle can be prevented from frequently adjusting the rear wheel steering angle in a short time, so as to avoid the situation where the vehicle is unstable or the control system fails. On the other hand, by reducing the rear wheel steering angle compensation speed to 0 according to the gradient descent strategy, it can ensure that the vehicle smoothly transitions from the compensation state to the normal state, and avoid the sudden change from affecting the vehicle driving stability.

[0106] In a possible implementation, the vehicle control method further includes the following steps:

[0107] When it is determined that there is a difference between the front wheel angle and the rear wheel angle, obtaining a first time when the difference between the front wheel angle and the rear wheel angle is determined and a second time when wheel angle compensation was last completed;

[0108] Determine whether the time interval between the first time and the second time is greater than or equal to a preset time interval;

[0109] If not, return to the step of obtaining the first time when it is determined that there is a difference between the front wheel angle and the rear wheel angle and the second time when the wheel angle compensation was completed last time;

[0110] If so, the step of determining the steering angle compensation direction of the rear wheels according to the driving data of the vehicle is executed.

[0111] When the rear wheel angle compensation starts this time, the first time when the compensation starts this time and the second time after the wheel angle compensation was completed last time are obtained, the difference between the first time and the second time is calculated to obtain the time interval, and then according to the relationship between the time interval and the preset time interval, it is determined whether the rear wheel angle is frequently compensated in a short time. If the time interval is less than the preset time interval, it means that the time interval between the last compensation and this compensation is too short, and the rear wheel angle has been frequently compensated in a short time. Then, the step of obtaining the first time for determining whether there is a difference between the front wheel angle and the rear wheel angle and the second time after the wheel angle compensation was completed last time is executed, that is, the compensation operation is not allowed to be executed; if the interval is greater than or equal to the preset time interval, it means that the time interval between the last compensation and this compensation is longer, then the step of determining the direction of the rear wheel angle compensation according to the vehicle's driving data is executed, that is, the compensation operation is allowed, which can prevent the rear wheel angle compensation from being frequently activated in a short time and avoid excessive intervention, thereby ensuring the vehicle's driving stability and handling performance.

[0112] The following is an embodiment of the device of the present application, which can be used to execute the embodiment of the method of the present application. For details not disclosed in the embodiment of the device of the present application, please refer to the embodiment of the method of the present application.

[0113] Figure 4 A schematic diagram of the structure of a vehicle control device provided in an embodiment of the present application is shown. Figure 4 As shown, the vehicle control device 400 includes:

[0114] A condition determination module 410 is used to determine whether there is a difference between the front wheel angle and the rear wheel angle when the vehicle activates the crab mode;

[0115] a direction determination module 420, configured to determine a steering angle compensation direction of the rear wheels according to the driving data of the vehicle when it is determined that there is a difference between the steering angle of the front wheels and the steering angle of the rear wheels;

[0116] A speed calculation module 430, used to determine a rear wheel angle compensation speed corresponding to the rear wheel according to a steering wheel speed;

[0117] The steering control module 440 is used to control the rear wheels to steer toward the angle compensation direction based on the rear wheel angle compensation speed so that the difference between the actual yaw rate and the target yaw rate of the vehicle is within the yaw rate error interval corresponding to the driver control parameter.

[0118] In a possible implementation, the condition determination module 410 includes:

[0119] an acquisition unit, for acquiring the driving speed of the vehicle and / or the lateral slope acceleration within a preset time period when the crab mode is activated;

[0120] A judgment unit is used to judge whether there is a difference between the front wheel turning angle and the rear wheel turning angle according to the driving data if the driving speed is greater than a first threshold and / or the absolute value of the lateral slope acceleration within the preset time period is less than a second threshold.

[0121] In a possible implementation, the driving data includes wheel speed values ​​of four wheels and a vehicle yaw angle, and the judgment unit is specifically used to determine that there is a difference between the front wheel turning angle and the rear wheel turning angle if the wheel speed values ​​of the four wheels and the vehicle yaw angle meet a first condition, a second condition and a third condition; if the wheel speed values ​​of the four wheels and the vehicle yaw angle do not meet at least one of the first condition, the second condition and the third condition, determine that there is no difference between the front wheel turning angle and the rear wheel turning angle; wherein the first condition includes: the absolute value of the wheel speed difference between the first wheel speed value and the second wheel speed value is greater than a third threshold value, the accumulated differences corresponding to a plurality of consecutive first time periods are all greater than a fourth threshold value, and within the plurality of consecutive first time periods, the wheel corresponding to the first wheel speed value and the wheel corresponding to the second wheel speed value are both on opposite sides of each other and the wheel corresponding to the first wheel speed value is different from the wheel corresponding to the second wheel speed value. The wheels corresponding to the second wheel speed value have not changed; the first wheel speed value is the maximum value among the wheel speed values ​​of the four wheels, and the second wheel speed value is the minimum value among the wheel speed values ​​of the four wheels. For each first time period, the accumulated difference corresponding to the first time period is the sum of the wheel speed difference values ​​corresponding to each second time period included in the first time period; the second condition includes: the first numerical identifiers of the vehicle yaw angles corresponding to each of the consecutive first time periods are the same, and the first numerical identifier is used to indicate that the vehicle yaw angle is a positive value or a negative value; the third condition includes: the second numerical identifiers of the multiple wheel speed differences corresponding to each of the consecutive first time periods are the same as or opposite to the second numerical identifiers of the vehicle yaw angles corresponding to each of the consecutive first time periods, and the second numerical identifier is used to indicate that the wheel speed difference is a positive value or a negative value.

[0122] In one possible implementation, the direction determination module 420 is specifically used to determine that the steering direction of the front wheels is the steering angle compensation direction if the second numerical identifiers of the multiple wheel speed differences corresponding to each of the multiple consecutive first time periods are the same as the second numerical identifiers of the vehicle yaw angles corresponding to each of the multiple consecutive first time periods; and to determine that the opposite direction of the steering direction of the front wheels is the steering angle compensation direction if the second numerical identifiers of the multiple wheel speed differences corresponding to each of the multiple consecutive first time periods are opposite to the second numerical identifiers of the vehicle yaw angles corresponding to each of the multiple consecutive first time periods.

[0123] In one possible implementation, the speed calculation module 430 is specifically used to obtain a preset wheel angular velocity corresponding to a preset steering wheel speed that is the same as the steering wheel speed in a mapping relationship, and obtain the rear wheel angle compensation speed; wherein the mapping relationship includes multiple preset steering wheel speeds and preset wheel angular velocities corresponding to each of the multiple preset steering wheel speeds.

[0124] In a possible implementation, the vehicle control device 400 further includes:

[0125] The first transition unit is used to reduce the rear wheel angle compensation speed to 0 according to the gradient descent strategy.

[0126] In a possible implementation, the vehicle control device 400 further includes:

[0127] A second transition unit is used for starting a timer to accumulate the duration of steering control of the rear wheels to obtain a cumulative duration when the rear wheels are controlled to turn toward the angle compensation direction based on the rear wheel angle compensation speed; when the cumulative duration is greater than a preset duration, if the difference between the actual yaw angular velocity and the target yaw angular velocity is not within the yaw angular velocity error interval, reducing the rear wheel angle compensation speed to 0 according to a gradient descent strategy.

[0128] In a possible implementation, the vehicle control device 400 further includes:

[0129] A third transition unit is used to start a counter when the timer is started to record the number of times the angle compensation direction changes to obtain the number of direction changes; when the accumulated time is less than or equal to the preset time and the difference between the actual yaw angular velocity and the target yaw angular velocity is not within the yaw angular velocity error interval, if the number of direction changes is greater than the preset number, the rear wheel angle compensation speed is reduced to 0 according to the gradient descent strategy.

[0130] In a possible implementation, the vehicle control device 400 further includes:

[0131] A compensation activation unit is used to, when it is determined that there is a difference between the front wheel angle and the rear wheel angle, obtain a first time when it is determined that there is a difference between the front wheel angle and the rear wheel angle and a second time when wheel angle compensation was last completed; determine whether the time interval between the first time and the second time is greater than or equal to a preset time interval; if not, return to execute the step of obtaining the first time when it is determined that there is a difference between the front wheel angle and the rear wheel angle and the second time when wheel angle compensation was last completed; if so, execute the step of determining the angle compensation direction of the rear wheels according to the driving data of the vehicle.

[0132] It should be noted that the vehicle control device provided in the above embodiment only uses the division of the above functional modules as an example when executing the vehicle control method. In actual applications, the above 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. In addition, the vehicle control device provided in the above embodiment belongs to the same concept as the vehicle control method embodiment. Therefore, for details not disclosed in the device embodiment of the present application, please refer to the above-mentioned vehicle control method embodiment of the present application, which will not be repeated here.

[0133] The serial numbers of the above-mentioned embodiments of the present application are for description only and do not represent the advantages or disadvantages of the embodiments.

[0134] Figure 5 A schematic diagram of the structure of a vehicle provided in an embodiment of the present application is shown. 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 vehicle control method.

[0135] In this embodiment, the functional modules of the vehicle 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.

[0136] In the case of dividing each functional module according to each function, the vehicle may include: a condition judgment module, a speed calculation module, a steering 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.

[0137] The vehicle provided in this embodiment is used to execute the above-mentioned vehicle control method, and thus can achieve the same effect as the above-mentioned implementation method.

[0138] In the case of an integrated unit, the vehicle may include a processing module and a storage module. 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 and data.

[0139] The processing module may be a processor or a controller, which may implement or execute various exemplary logic blocks, modules and circuits described 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.

[0140] This embodiment also provides a computer-readable storage medium, in which a computer program code is stored. When the computer program code is run on a computer, the computer executes the above-mentioned related method steps to implement a vehicle control method in the above-mentioned embodiment.

[0141] This embodiment also provides a computer program product. When the computer program product is run on a computer, the computer is caused to execute the above-mentioned related steps to implement a vehicle control method in the above-mentioned embodiment.

[0142] In addition, the vehicle provided in the embodiments of the present application may specifically be a chip, component or module, and the vehicle may include a connected processor and memory; wherein the memory is used to store instructions, and when the vehicle is running, the processor may call and execute instructions so that the chip executes a vehicle control method in the above embodiments.

[0143] Among them, the vehicle, computer-readable storage medium, computer program product or chip provided in this embodiment are all used to execute the corresponding vehicle control method provided above. Therefore, the beneficial effects that can be achieved can refer to the beneficial effects in the corresponding vehicle control method provided above, and will not be repeated here.

[0144] 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.

[0145] 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.

[0146] 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 vehicle control method, characterized in that: The vehicle control method comprises: With the vehicle in crab mode activated, determining whether there is a difference between the front wheel angle and the rear wheel angle; When it is determined that there is a difference between the front wheel turning angle and the rear wheel turning angle, determining a steering angle compensation direction of the rear wheel according to the driving data of the vehicle; Determining a rear wheel angle compensation speed corresponding to the rear wheel according to the steering wheel speed; The rear wheels are controlled to steer toward the angle compensation direction based on the rear wheel angle compensation speed, so that a difference between an actual yaw rate and a target yaw rate of the vehicle is within a yaw rate error interval corresponding to a driver control parameter.

2. The vehicle control method according to claim 1, characterized in that: When the vehicle activates the crab mode, determining whether there is a difference between the front wheel angle and the rear wheel angle comprises: When the vehicle activates the crab mode, obtaining the vehicle's travel speed and / or the lateral slope acceleration within a preset time period; If the driving speed is greater than a first threshold and / or the absolute values ​​of the lateral slope acceleration within the preset time period are less than a second threshold, it is determined whether there is a difference between the front wheel turning angle and the rear wheel turning angle based on the driving data.

3. The vehicle control method according to claim 2, characterized in that: The driving data includes wheel speed values ​​of four wheels and a vehicle yaw angle; The determining, according to the driving data, whether there is a difference between the front wheel turning angle and the rear wheel turning angle comprises: If the wheel speed values ​​of the four wheels and the vehicle yaw angle satisfy the first condition, the second condition and the third condition, determining that there is a difference between the front wheel turning angle and the rear wheel turning angle; If the wheel speed values ​​of the four wheels and the vehicle yaw angle do not satisfy at least one of the first condition, the second condition and the third condition, determining that there is no difference between the front wheel turning angle and the rear wheel turning angle; Wherein, the first condition includes: the absolute value of the wheel speed difference between the first wheel speed value and the second wheel speed value is greater than a third threshold value, the accumulated differences corresponding to a plurality of consecutive first time periods are all greater than a fourth threshold value, and within the plurality of consecutive first time periods, the wheel corresponding to the first wheel speed value and the wheel corresponding to the second wheel speed value are wheels on opposite sides of each other, and the wheel corresponding to the first wheel speed value and the wheel corresponding to the second wheel speed value do not change; the first wheel speed value is the maximum value among the wheel speed values ​​of the four wheels, the second wheel speed value is the minimum value among the wheel speed values ​​of the four wheels, and for each first time period, the accumulated difference corresponding to the first time period is the sum of the wheel speed differences corresponding to each second time period in a plurality of second time periods included in the first time period; The second condition includes: the first numerical identifiers of the vehicle yaw angles corresponding to the plurality of consecutive first time periods are all the same, and the first numerical identifier is used to indicate that the vehicle yaw angle is a positive value or a negative value; The third condition includes: the second numerical identifiers of the multiple wheel speed differences corresponding to each of the multiple consecutive first time periods are the same as or opposite to the second numerical identifiers of the vehicle yaw angles corresponding to each of the multiple consecutive first time periods, and the second numerical identifier is used to indicate whether the wheel speed difference is a positive value or a negative value.

4. The vehicle control method according to claim 3, characterized in that: Determining the steering angle compensation direction of the rear wheels according to the driving data of the vehicle comprises: If the second numerical identifiers of the plurality of wheel speed differences corresponding to the plurality of consecutive first time periods are the same as the second numerical identifiers of the vehicle yaw angles corresponding to the plurality of consecutive first time periods, determining the steering direction of the front wheels as the steering angle compensation direction; If the second numerical identifiers of the multiple wheel speed differences corresponding to each of the multiple consecutive first time periods are opposite to the second numerical identifiers of the vehicle yaw angles corresponding to each of the multiple consecutive first time periods, the opposite direction of the steering direction of the front wheels is determined to be the steering angle compensation direction.

5. The vehicle control method according to claim 1, characterized in that: Determining the rear wheel angle compensation speed corresponding to the rear wheel according to the steering wheel speed includes: Acquire a preset wheel angular velocity corresponding to a preset steering wheel speed that is the same as the steering wheel speed in a mapping relationship to obtain the rear wheel angular compensation speed; The mapping relationship includes a plurality of preset steering wheel speeds and preset wheel angular speeds corresponding to each of the plurality of preset steering wheel speeds.

6. The vehicle control method according to any one of claims 1 to 5, characterized in that: The rear wheels are controlled to turn toward the angle compensation direction based on the rear wheel angle compensation speed so that the difference between the actual yaw rate and the target yaw rate of the vehicle is located after the yaw rate error interval corresponding to the driver control parameter, and the vehicle control method further includes: The rear wheel angle compensation speed is reduced to 0 according to the gradient descent strategy.

7. The vehicle control method according to any one of claims 1 to 5, characterized in that: The vehicle control method further includes: When the rear wheel is controlled to turn toward the angle compensation direction based on the rear wheel angle compensation speed, a timer is started to accumulate the time duration of the steering control of the rear wheel to obtain an accumulated time duration; When the accumulated time is greater than the preset time, if the difference between the actual yaw rate and the target yaw rate is not within the yaw rate error interval, the rear wheel turning angle compensation speed is reduced to 0 according to a gradient descent strategy.

8. The vehicle control method according to claim 7, characterized in that: The vehicle control method further includes: When the timer is started, a counter is started to record the number of times the rotation angle compensation direction is changed to obtain the number of direction changes; When the accumulated time is less than or equal to the preset time and the difference between the actual yaw rate and the target yaw rate is not within the yaw rate error interval, if the number of direction changes is greater than a preset number, the rear wheel angle compensation speed is reduced to 0 according to a gradient descent strategy.

9. The vehicle control method according to any one of claims 1 to 5, characterized in that: The vehicle control method further includes: When it is determined that there is a difference between the front wheel turning angle and the rear wheel turning angle, obtaining a first time when it is determined that there is a difference between the front wheel turning angle and the rear wheel turning angle and a second time when wheel angle compensation was last completed; Determine whether the time interval between the first time and the second time is greater than or equal to a preset time interval; If not, returning to the step of obtaining the first time for determining whether there is a difference between the front wheel angle and the rear wheel angle and the second time for completing wheel angle compensation last time; If so, execute the step of determining the steering angle compensation direction of the rear wheels according to the driving data of the vehicle.

10. A vehicle control device, characterized in that: The vehicle control device comprises: A condition judgment module, used to judge whether there is a difference between the front wheel angle and the rear wheel angle when the vehicle activates the crab mode; a direction determination module, configured to determine a steering angle compensation direction of the rear wheels according to the driving data of the vehicle when it is determined that there is a difference between the steering angle of the front wheels and the steering angle of the rear wheels; A speed calculation module, used to determine a rear wheel angle compensation speed corresponding to the rear wheel according to a steering wheel speed; The steering control module is used to control the rear wheels to steer toward the angle compensation direction based on the rear wheel angle compensation speed, so that the difference between the actual yaw rate and the target yaw rate of the vehicle is within the yaw rate error interval corresponding to the driver control parameter.

11. 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 vehicle control method as described in any one of claims 1 to 9.

12. 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 vehicle control method according to any one of claims 1 to 9 is implemented.

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