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

Abstract

The present application provides a vehicle control method, device, vehicle and computer-readable storage medium, relating to the field of vehicle control technology. The method includes: when the vehicle activates the crab mode, if it is determined that there is a difference between the front wheel angle and the rear wheel angle, the rear wheel angle of the rear wheel is compensated, and then the rear wheel angle compensation direction is calculated according to the vehicle's driving data, and the rear wheel angle compensation speed corresponding to the rear wheel is calculated according to the steering wheel speed, and then the rear wheel is controlled 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 range corresponding to the driver control parameter, which is beneficial to improving the stability of the vehicle in the crab mode.

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 a vehicle to turn in the same direction and at the same angle, allowing the vehicle to drive diagonally. This mode has significant advantages in scenarios such as rapid lane changes, quickly moving away from obstacles, and parking. It can improve the vehicle's flexibility and maneuverability, especially in narrow spaces or complex road conditions. However, existing crab mode control methods have certain limitations. In particular, at high speeds, due to errors in the steering mechanical transmission system, the front and rear wheel angles cannot be completely consistent, causing the vehicle to yaw and become unstable, reducing the vehicle's stability in crab mode. Summary of the Invention

[0003] 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 a crab mode is activated for the vehicle, 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 vehicle activates the crab mode, 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 range 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 is precisely matched with the rotation of the steering wheel.

[0006] In one possible implementation, when the vehicle activates the crab mode, determining whether there is a difference between the front wheel turning angle and the rear wheel turning angle includes: when the vehicle activates the crab mode, 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 turning angle and the rear wheel turning 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, determining 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 ​​and a yaw angle of the vehicle of four wheels; and determining whether there is a difference between the front wheel turning angle and the rear wheel turning angle based on the driving data includes: if the wheel speed values ​​of the four wheels and the yaw angle of the vehicle satisfy a first condition, a second condition, and a 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 yaw angle of the vehicle 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: an absolute value of a wheel speed difference between a first wheel speed value and a second wheel speed value is greater than a third threshold value, an accumulated difference corresponding to a plurality of consecutive first time periods is 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 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 differences corresponding to each of the multiple second time periods 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 multiple first time periods are the same, and the first numerical identifier is used to indicate that the vehicle yaw angle is positive or negative; the third condition includes: the second numerical identifiers of the multiple wheel speed differences corresponding to each of the consecutive multiple first time periods are the same or opposite to the second numerical identifiers of the vehicle yaw angles corresponding to each of the consecutive multiple first time periods, and the second numerical identifier is used to indicate that the wheel speed difference is positive or negative.

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

[0010] In one 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 yaw or instability during the exit compensation process, ensuring a smooth transition of the vehicle and improving its 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 outside 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 controlling the rear wheels to steer 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 range, reducing the rear wheel angle compensation speed to 0 according to a gradient descent strategy.

[0015] On the one hand, setting a time limit prevents prolonged periods of ineffective compensation, meaning it prevents unsuccessful attempts to reduce the difference between the front and rear wheel angles over extended periods, thus preventing adverse effects on vehicle stability. On the other hand, reducing the rear wheel angle compensation rate to zero using a gradient descent strategy ensures a smooth transition from compensation to normal, preventing sudden changes that could impact vehicle stability.

[0016] In one 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 range, 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 rear wheel steering changes during compensation, the vehicle can be prevented from frequently adjusting the rear wheel angles in a short period of time, which could lead to vehicle instability or control system failure. On the other hand, by reducing the rear wheel angle compensation rate to zero using a gradient descent strategy, the vehicle can smoothly transition from the compensation state to the normal state, preventing sudden changes from affecting vehicle stability.

[0018] In one possible implementation, the vehicle control method further 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; judging 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 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, configured 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 angles of the front wheels and the steering angles of the rear wheels;

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

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

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

[0025] an acquisition unit, configured to acquire the vehicle's travel speed and / or the lateral slope acceleration within a preset time period when the vehicle activates the crab mode;

[0026] A judgment unit is used to judge whether there is a difference between the front wheel angle and the rear wheel angle based on 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 one possible implementation, the driving data includes wheel speed values ​​and vehicle yaw angles of four wheels, and the judgment unit is specifically configured 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; and determine that there is no 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 meet at least one of the first condition, the second condition, and the third condition; wherein the first condition includes: an absolute value of a wheel speed difference between a first wheel speed value and a second wheel speed value is greater than a third threshold value, an accumulated difference corresponding to a plurality of consecutive first time periods is 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 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 in the multiple second time periods 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 multiple first time periods are the same, and the first numerical identifier is used to indicate that the vehicle yaw angle is positive or negative; the third condition includes: the second numerical identifiers of the multiple wheel speed differences corresponding to each of the consecutive multiple 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 multiple first time periods, and the second numerical identifier is used to indicate that the wheel speed difference is positive or negative.

[0028] In one possible implementation, the direction determination module is specifically used to determine that the steering direction of the front wheels is the 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 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 the 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 configured to reduce the rear wheel angle compensation speed to 0 according to a gradient descent strategy.

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

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

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

[0035] A third transition unit is configured to, when the timer is started, start a counter to record the number of times the angle compensation direction changes to obtain the number of direction changes; and 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, reduce the rear wheel angle compensation speed to 0 according to a 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 steering angle and the rear wheel steering angle, obtain the first time when the difference between the front wheel steering angle and the rear wheel steering angle is determined and the second time when the 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 the step of obtaining the first time when the difference between the front wheel steering angle and the rear wheel steering angle is determined and the second time when the 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 configured to store executable program code, and the processor is configured to retrieve and execute the executable program code from the memory, so that the vehicle executes the vehicle control method of the first aspect or any possible implementation of the first aspect.

[0039] In a fourth aspect, a computer program product is provided, which includes: computer program code, which, when running 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 of a time axis is shown;

[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 structural schematic diagram of a vehicle provided in an embodiment of the present application is shown. DETAILED DESCRIPTION

[0046] The following will clearly and thoroughly describe the technical solutions in this application in conjunction with the accompanying drawings. In the description of the embodiments of this 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 this application, "multiple" means two or more than two.

[0047] In the following, the terms "first" and "second" are used for descriptive purposes only and should not be understood to imply or suggest relative importance or implicitly indicate the number of technical features indicated. Therefore, 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 a vehicle to turn in the same direction and at the same angle, allowing the vehicle to drive diagonally. This mode has significant advantages in scenarios such as rapid lane changes, quickly moving away from obstacles, and parking. It can improve the vehicle's flexibility and maneuverability, especially in narrow spaces or complex road conditions. However, existing crab mode control methods have certain limitations. In particular, at high speeds, due to errors in the steering mechanical transmission system, the front and rear wheel angles cannot be completely consistent, causing the vehicle to yaw and become unstable, reducing the vehicle's stability in crab mode.

[0049] An embodiment of the present application provides a vehicle control method, device, vehicle and computer-readable storage medium. After the vehicle activates the crab mode, the embodiment of the present application detects 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 angle is compensated based on the vehicle's driving data and the driver's control parameters for manipulating 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 in an embodiment of the present application is shown. Figure 1 As shown, the vehicle control method provided in the embodiment of the present application is applied to a vehicle, which is provided with a crab mode. The driver can activate or deactivate the crab mode through a crab mode control switch, and the control switch includes at least one of a physical switch, a virtual switch, a voice command switch, and a gesture command switch. The above-mentioned 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 wheels according to the vehicle driving data;

[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 of the vehicle and the target yaw rate is within a yaw rate error range corresponding to the driver control parameter.

[0056] In an exemplary embodiment, after detecting activation of the crab mode of the vehicle, a determination is made as to 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, compensation for the rear wheel angle is not required. If it is determined that there is a difference between the front wheel angle and the rear wheel angle, compensation for the rear wheel angle is required. If there is a difference between the front wheel angle and the rear wheel angle, the front wheel angle and the rear wheel angle are considered different. If there is no difference between the front wheel angle and the rear wheel angle, the front wheel angle and the rear wheel angle are considered 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 compensation operations on the rear wheel steering angle. Controlling the vehicle to perform compensation operations on the rear wheel steering angle includes: obtaining the vehicle's driving parameters, the driving data including 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 based on 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), or the steering angle compensation direction may 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] Once the rear wheel angle compensation direction is determined, the corresponding rear wheel angle compensation speed is calculated based on the steering wheel speed. This speed is within a pre-set angle compensation speed range. By constraining the rear wheel angle compensation speed within this range, the system prevents the rear wheels from turning too slowly or too quickly when compensating for the rear wheel angle. Because steering wheel speed is highly correlated with the driver's steering intent, calculating the corresponding rear wheel angle compensation speed based on steering wheel speed more accurately matches the driver's operation, achieving more refined rear wheel angle control and ensuring precise matching of rear wheel steering and steering wheel rotation.

[0059] The driver control parameter includes at least one of a steering wheel speed, a steering wheel angle, and a vehicle speed. 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 angular velocity error range Parameter C1 Interval H1 Parameter C2 Interval H2 Parameter C1 Interval H3 ... ...

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

[0063] After activating crab mode, the vehicle is expected to avoid yaw, i.e., the target yaw rate is set to 0. After obtaining the rear wheel angle compensation speed and direction, the rear wheels are controlled to steer in the angle compensation direction (e.g., leftward) using the wheel angle compensation speed. The system then determines in real time whether the difference between the vehicle's actual yaw rate and the target yaw rate falls within the yaw rate error range corresponding to the driver control parameters. If the difference between the actual yaw rate and the target yaw rate does not fall within the yaw rate error range, it is assumed that the difference between the actual yaw rate and the target yaw rate is significant, indicating that the vehicle is still yawing and that rear wheel angle compensation has not yet been completed. If the difference between the actual yaw rate and the target yaw rate falls within the yaw rate error range, it is assumed that the actual yaw rate has reached the target yaw rate, indicating that the vehicle is stable and rear wheel angle compensation has been completed, and compensation is stopped.

[0064] Controlling the rear wheels to steer in the angle compensation direction based on the rear wheel angle compensation speed includes: using the rear wheel angle compensation speed as a target speed and using the rear wheel angle compensation speed to control the rear wheels to steer in the angle compensation direction, i.e., the actual rear wheel angle speed of the rear wheel = the rear wheel angle compensation speed, thereby enabling rapid adjustment of the rear wheel angle and providing 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 a target rear wheel angle speed, i.e., target rear wheel angle speed = actual rear wheel angle speed + rear wheel angle compensation speed, and then using the target rear wheel angle speed to control the rear wheels to steer in the angle compensation direction, thereby enabling more accurate adjustment of the rear wheel steering angle and smoother rear wheel steering.

[0065] By integrating the rear wheel angle compensation speed, the compensation angle value for compensating the rear wheel angle can be obtained, which is expressed as α. The time when the rear wheel angle compensation starts is the start time t1 of the integration operation, and the time when the rear wheel angle compensation ends is the end time t2 of the integration operation. The rear wheel 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 vehicle activates the crab mode, 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 rate and the target yaw rate of the vehicle is within the yaw rate error range 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 is precisely matched with the rotation of the steering wheel.

[0068] In one 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 includes the following steps:

[0069] When the vehicle is in crab mode, obtaining the vehicle's driving speed and / or 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 period are all 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 speed and the lateral slope acceleration within a preset time period (e.g., 2 seconds), if the speed is determined to be less than or equal to a first threshold, it indicates that the vehicle is traveling at a low speed. Since the vehicle's stability is better at low speeds, even if there is a significant difference between the front and rear wheel angles, the impact on the vehicle's driving is small, so frequent rear wheel angle compensation is not required. If the speed is determined to be greater than the first threshold, it indicates that the vehicle is traveling at a high speed. Since a significant difference between the front and rear wheel angles at high speeds may cause the vehicle to yaw and become unstable, rear wheel angle compensation may be performed.

[0072] If the lateral slope acceleration is determined to be greater than or equal to the second threshold value within the preset time period, indicating that the vehicle's roll angle is large, and performing rear wheel angle compensation may cause further vehicle instability, rear wheel angle compensation may not be performed. If the lateral slope acceleration is determined to be less than the second threshold value within the preset time period, indicating that the vehicle's roll angle is small, and performing rear wheel angle compensation may not cause vehicle instability, rear wheel angle compensation may 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, determining 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 one possible implementation, if the driving data includes wheel speed values ​​of four wheels and a yaw angle of the vehicle, determining whether there is a difference between the front wheel angle and the rear wheel angle based on 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, the cumulative difference corresponding to M consecutive first time periods is greater than the fourth threshold, and in 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 do not change; 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 cumulative difference corresponding to the first time period is the sum of the wheel speed differences corresponding to each second time period in 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 100ms, 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 one of 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 25ms, 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, if 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, and 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 is 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, and 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 whether 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 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 integration operation starts at time Ti and ends at time T(i+4). If the first numerical identifiers of the three vehicle yaw angles are all the same, for example, if the first numerical identifiers of the three vehicle yaw angles all indicate that the three vehicle yaw angles are positive or negative, then the second condition is considered to be met.

[0082] The third condition includes: the second numerical identifiers of the multiple wheel speed differences corresponding to each of the 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 the 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 one possible implementation, determining the steering angle compensation direction of the rear wheels based on the vehicle's driving data includes 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 the steering direction of the front wheel as 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 three vehicle yaw angles are positive and the 12 wheel speed differences are also positive, or if the three vehicle yaw angles are negative and the 12 wheel speed differences are also negative, the steering direction of the front wheels is determined to be the angle compensation direction. For example, if the steering direction of the front wheels is the left direction, the angle compensation direction is the left direction. If the three vehicle yaw angles are positive and the 12 wheel speed differences are negative, or if the three vehicle yaw angles are negative and the 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, if the steering direction of the front wheels is the left direction, the angle compensation direction is the right direction.

[0089] In one possible implementation, determining the rear wheel angle compensation speed corresponding to the rear wheels based on 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 referred to as 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 angular speed Speed ​​F1 Wheel angular velocity L1 Speed ​​F2 Wheel angular velocity L2 ... ...

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

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

[0097] To avoid abruptly canceling the compensation operation and potentially impacting vehicle stability, the compensation operation is not immediately canceled after wheel angle compensation is completed. Instead, the rear wheel angle compensation speed is reduced to zero according to a gradient descent strategy. Specifically, the rear wheels continue to be steered in 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 (e.g., 0.5° / s) until the rear wheel angle compensation speed is reduced to zero. Since the rear wheel compensation angle value can be obtained by integrating the rear wheel angle compensation speed, reducing the rear wheel angle compensation speed to zero according to the gradient descent strategy is equivalent to gradually reducing the rear wheel compensation angle value until it reaches zero. Consequently, when the compensation angle value reaches zero, the compensation operation is exited. The gradient descent strategy can effectively prevent vehicle yaw or instability during the compensation exit process, ensuring a smooth transition and improving vehicle stability and handling performance.

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

[0099] When the rear wheels are controlled to steer in the angle compensation direction based on the rear wheel angle compensation speed, a timer is started to accumulate the time duration of the rear wheel steering control to obtain an accumulated time duration;

[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 range, the rear wheel angle compensation speed is reduced to 0 according to the gradient descent strategy.

[0101] When controlling the rear wheels to steer in the angle compensation direction based on the rear wheel angle compensation speed begins, a timer is started to accumulate the duration of rear wheel steering control to obtain a cumulative duration. This can be understood as the timer timing the compensation operation to obtain the cumulative duration. If it is determined that the cumulative duration has exceeded a preset duration, but the difference between the actual yaw rate and the target yaw rate is not within the yaw rate error interval, further rear wheel angle compensation is immediately discontinued and the rear wheel angle compensation speed is reduced to zero according to a gradient descent strategy, gradually reducing the rear wheel compensation angle value until it reaches zero. Setting a time limit prevents prolonged periods of ineffective compensation, i.e., preventing prolonged periods of unsuccessful reduction of the difference between the front and rear wheel angles, thereby preventing adverse effects on vehicle stability. Furthermore, reducing the rear wheel angle compensation speed to zero according to a gradient descent strategy ensures a smooth transition from the compensation state to the normal state, preventing sudden changes that could affect vehicle 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 angle compensation direction changes, thereby obtaining the number of direction changes;

[0104] When the accumulated duration is less than or equal to the preset duration and the difference between the actual yaw rate and the target yaw rate is not within the yaw rate error range, 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 steering angle compensation direction changes. If the steering angle compensation direction does not change, the counter increments by 1, thereby obtaining the number of direction changes. If the cumulative duration is less than or equal to the preset duration and the difference between the actual yaw rate and the target yaw rate is not within the yaw rate error range, and if the number of direction changes exceeds the preset number, indicating that the rear wheels' steering direction has changed multiple times during the compensation period, i.e., the rear wheels' left-right steering switches too frequently, the rear wheel angle compensation rate is reduced to zero according to a gradient descent strategy, gradually reducing the rear wheel compensation angle value until it reaches zero. Limiting the number of rear wheel steering direction changes during the compensation period prevents the vehicle from frequently adjusting the rear wheel angle in a short period of time, potentially preventing vehicle instability or control system failure. Furthermore, reducing the rear wheel angle compensation rate to zero according to the gradient descent strategy ensures a smooth transition from the compensation state to the normal state, preventing sudden changes that could affect vehicle 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 steering angle and the rear wheel steering angle, obtaining a first time when the difference between the front wheel steering angle and the rear wheel steering angle is determined and a second time when wheel steering angle compensation is last completed;

[0108] Determining 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, returning 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 last completed;

[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 is started this time, the first time when the compensation is started 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, based on the relationship between the time interval and the preset time interval, it is determined whether the rear wheel angle compensation is frequently performed in a short period of time. If the time interval is less than the preset time interval, it means that the time interval between the last compensation and the current compensation is too short, and the rear wheel angle compensation has been frequently performed in a short period of 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 performed; if the time interval is greater than or equal to the preset time interval, it means that a long time has passed between the last compensation and the current compensation. Then, the step of determining the direction of the rear wheel angle compensation based on the vehicle's driving data is executed, that is, the compensation operation is allowed to be performed. This can prevent the rear wheel angle compensation from being frequently activated in a short period of time, avoid excessive intervention, and thus ensure the vehicle's driving stability and handling performance.

[0112] The following are device embodiments of the present application, which can be used to implement the method embodiments of the present application. For details not disclosed in the device embodiments of the present application, please refer to the method embodiments 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 in FIG. Figure 4 As shown, the vehicle control device 400 includes:

[0114] a condition determination module 410 for determining whether there is a difference between the front wheel angle and the rear wheel angle when the crab mode is activated on the vehicle;

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

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

[0117] The steering control module 440 is configured 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 a yaw rate error range corresponding to the driver control parameter.

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

[0119] an acquisition unit, configured to acquire the vehicle's travel speed and / or the lateral slope acceleration within a preset time period when the vehicle activates the crab mode;

[0120] A judgment unit is used to judge whether there is a difference between the front wheel angle and the rear wheel angle based on 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 one possible implementation, the driving data includes wheel speed values ​​and vehicle yaw angles of four wheels, and the judgment unit is specifically configured 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; and determine that there is no 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 meet at least one of the first condition, the second condition, and the third condition; wherein the first condition includes: an absolute value of a wheel speed difference between a first wheel speed value and a second wheel speed value is greater than a third threshold value, an accumulated difference corresponding to a plurality of consecutive first time periods is 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 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 in the multiple second time periods 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 multiple first time periods are the same, and the first numerical identifier is used to indicate that the vehicle yaw angle is positive or negative; the third condition includes: the second numerical identifiers of the multiple wheel speed differences corresponding to each of the consecutive multiple 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 multiple first time periods, and the second numerical identifier is used to indicate that the wheel speed difference is positive or negative.

[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 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 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 the 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 configured to reduce the rear wheel angle compensation speed to 0 according to a gradient descent strategy.

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

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

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

[0129] A third transition unit is configured to, when the timer is started, start a counter to record the number of times the angle compensation direction changes to obtain the number of direction changes; and 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, reduce the rear wheel angle compensation speed to 0 according to a 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 steering angle and the rear wheel steering angle, obtain the first time when the difference between the front wheel steering angle and the rear wheel steering angle is determined and the second time when the 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 the step of obtaining the first time when the difference between the front wheel steering angle and the rear wheel steering angle is determined and the second time when the 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, when executing the vehicle control method, is only illustrated by the division of the above functional modules. 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 and the vehicle control method embodiment are of the same concept. Therefore, for details not disclosed in the device embodiment of this application, please refer to the above embodiment of the vehicle control method of this application, and no further details will be given here.

[0133] The serial numbers of the above 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] This embodiment can divide the vehicle into functional modules based on the above-described method example. For example, each functional module can be mapped to a specific function, or two or more functions can be integrated into a single processing module. The integrated module can be implemented in hardware. It should be noted that the module division in this embodiment is illustrative and represents only one logical functional division. In actual implementation, other division methods may be used.

[0136] In the case of dividing the functional modules into corresponding functional modules, the vehicle may include: a condition determination 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 and 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 vehicle's movements, while the storage module may be used to support the vehicle's execution of relevant program codes and data.

[0139] The processing module may be a processor or controller that implements or executes the various exemplary logic blocks, modules, and circuits described in conjunction with the disclosure of this application. The processor may also be a combination that implements computing functions, such as a combination of one or more microprocessors, a combination of a digital signal processing (DSP) and a microprocessor, and the storage module may be a memory.

[0140] This embodiment also provides a computer-readable storage medium, which stores computer program code. When the computer program code runs 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 further provides a computer program product. When the computer program product is run on a computer, it enables the computer 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 can 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 can call and execute instructions to enable the chip to execute a vehicle control method in the above embodiment.

[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 distributed and completed by 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 this 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 merely schematic. For example, the division of modules or units is only a logical function division. In actual implementation, there may be other division methods, 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 content is merely a specific embodiment of the present application, but the scope of protection of the present application is not limited thereto. Any changes or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in this application should be included in the scope of protection of the present application. Therefore, the scope of protection of the present application should be based on the scope of protection of the claims.

Claims

1. A vehicle control method, characterized in that: The vehicle control method includes: Determining whether there is a difference between the front wheel angle and the rear wheel angle with the vehicle's crab mode activated; determining a rear wheel steering angle compensation direction based on the vehicle driving data when it is determined that there is a difference between the front wheel steering angle and the rear wheel steering angle; determining a rear wheel angle compensation speed corresponding to the rear wheels 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 of the vehicle and a target yaw rate is within a yaw rate error range corresponding to a driver control parameter.

2. The vehicle control method according to claim 1, characterized in that: 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 vehicle is in 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 based on the driving data whether there is a difference between the front wheel angle and the rear wheel angle.

3. The vehicle control method according to claim 2, characterized in that: The driving data includes wheel speed values ​​of four wheels and vehicle yaw angle; The determining, based on the driving data, whether there is a difference between the front wheel steering angle and the rear wheel steering angle comprises: 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, 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; The first condition includes: an absolute value of a wheel speed difference between the first wheel speed value and the second wheel speed value is greater than a third threshold value; cumulative 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 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, and 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 cumulative difference corresponding to the first time period is the sum of the wheel speed differences corresponding to each of the plurality of second time periods included in the first time period; The second condition includes: the first numerical identifiers of the vehicle yaw angle corresponding to each of the plurality of consecutive first time periods are all the same, the first numerical identifier being used to indicate whether 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 includes: If the second numerical identifiers of the plurality of wheel speed differences corresponding to the plurality of consecutive first time periods are all 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: Obtaining 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 velocities corresponding to 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 steer toward the angle compensation direction based on the rear wheel angle compensation speed so that a difference between an actual yaw rate of the vehicle and a target yaw rate is within a yaw rate error interval corresponding to a driver control parameter, the vehicle control method further comprising: 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 wheels are controlled to steer toward the angle compensation direction based on the rear wheel angle compensation speed, a timer is started to accumulate a time duration for controlling the steering of the rear wheels to obtain an accumulated time duration; When the accumulated time is greater than a preset time, if the difference between the actual yaw rate and the target yaw rate is not within the yaw rate error range, the rear wheel 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 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 rate and the target yaw rate is not within the yaw rate error range, 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 steering angle and the rear wheel steering angle, obtaining a first time when the difference between the front wheel steering angle and the rear wheel steering angle is determined and a second time when wheel steering angle compensation is 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 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, the step of determining the steering angle compensation direction of the rear wheels according to the driving data of the vehicle is performed.

10. A vehicle control device, characterized in that: The vehicle control device comprises: a condition judgment module, configured 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 angles of the front wheels and the steering angles of the rear wheels; A speed calculation module, configured to determine a rear wheel angle compensation speed corresponding to the rear wheel according to a steering wheel speed; A steering control module is configured to control the rear wheels to steer toward the angle compensation direction based on the rear wheel angle compensation speed so that a difference between an actual yaw rate of the vehicle and a target yaw rate is within a yaw rate error range corresponding to a driver control parameter.

11. A vehicle, characterized in that: The vehicle comprises: a memory for storing executable program code; A processor is used to call and run the executable program code from the memory, so that the vehicle executes the vehicle control method according to 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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