Wheel control method, system and device and computer readable storage medium

Abstract

The invention discloses a wheel control method, system and device and a computer readable storage medium, and relates to the field of vehicle control, and the method specifically comprises the steps: obtaining a real-time vehicle speed, a real-time steering wheel steering angle, a real-time driving mode and a driving mode switching signal; determining a target rear wheel steering angle based on the real-time driving mode, the real-time vehicle speed and the real-time steering wheel steering angle; and when it is detected that the target vehicle is in a steering state in the driving mode switching process through the real-time steering wheel steering angle and the driving mode switching signal, the current rear wheel steering angle is controlled to be progressively increased to the target rear wheel steering angle based on the real-time vehicle speed. The steering angle of the rear wheels can be dynamically adjusted, and it is ensured that the stability of the whole vehicle can be effectively guaranteed when the driving modes are switched in the steering process.

Description

Technical Field

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

[0002] With the rapid development of intelligent driving technology and vehicle control systems, rear-wheel steering control systems have gradually become one of the key technologies for improving vehicle stability and handling. However, existing technologies do not take into account the real-time interactive impact of driving mode switching and steering operations, which may lead to handling instability when switching driving modes.

[0003] Therefore, there is an urgent need for a method to dynamically adjust the rear wheel steering angle to ensure that the stability of the entire vehicle can be effectively guaranteed when switching driving modes during the steering process. Summary of the invention

[0004] The present application provides a wheel control method, system, device and computer-readable storage medium, which can dynamically adjust the rear wheel steering angle to ensure that the stability of the entire vehicle can be effectively guaranteed when switching driving modes during the steering process.

[0005] In a first aspect, an embodiment of the present application provides a wheel control method, the wheel control method comprising:

[0006] Obtain real-time vehicle speed, real-time steering wheel angle, real-time driving mode and driving mode switching signal;

[0007] Determine a target rear wheel steering angle based on the real-time driving mode, the real-time vehicle speed and the real-time steering wheel steering angle;

[0008] When it is detected through the real-time steering wheel steering angle and the driving mode switching signal that the target vehicle is in a steering state during the switching of the driving mode, the current rear wheel steering angle is controlled to increase to the target rear wheel steering angle based on the real-time vehicle speed.

[0009] In combination with the first aspect, in one embodiment, before the step of detecting that the target vehicle is in a steering state during the switching of the driving mode through the real-time steering wheel steering angle and the driving mode switching signal, the method further includes:

[0010] When it is detected according to the driving mode switching signal that the target vehicle is in the process of switching the driving mode, determining an angle change value within a preset time period based on the real-time steering wheel steering angle;

[0011] If the angle change value is within the preset steering wheel steering angle range, it is determined that the target vehicle is in a steering state during the switching of the driving mode.

[0012] In combination with the first aspect, in one implementation, controlling the current rear wheel steering angle to increase to the target rear wheel steering angle based on the real-time vehicle speed includes:

[0013] If it is detected that the real-time vehicle speed is greater than the preset vehicle speed threshold, the current rear wheel steering angle is controlled to increase to the target rear wheel steering angle at a preset first angle value;

[0014] If it is detected that the real-time vehicle speed is less than or equal to the preset vehicle speed threshold, the current rear wheel steering angle is controlled to increase to the target rear wheel steering angle at a preset second angle value, and the first angle value is less than the second angle value.

[0015] In combination with the first aspect, in one implementation, in the process of controlling the current rear wheel steering angle to increase to the target rear wheel steering angle at a preset first angle value, further comprising:

[0016] Acquire a first real-time yaw angular velocity, a first real-time front wheel steering angle, and a first real-time rear wheel steering angle;

[0017] If the first real-time yaw angular velocity is greater than a preset first angular velocity threshold and the first real-time rear-wheel steering angle is greater than a preset first rear-wheel steering angle threshold, the first real-time rear-wheel steering angle is adjusted based on the first proportional coefficient, the first real-time front-wheel steering angle, the second proportional coefficient and the first real-time yaw angular velocity to obtain a first current rear-wheel steering angle, and the first current rear-wheel steering angle is controlled to increase to a target rear-wheel steering angle by the first angle value;

[0018] If the first real-time yaw angular velocity is not greater than a preset first angular velocity threshold or the first real-time rear-wheel steering angle is not greater than a preset first rear-wheel steering angle threshold, the first real-time rear-wheel steering angle is controlled to increase to a target rear-wheel steering angle using the first angle value.

[0019] In combination with the first aspect, in one implementation, the process of controlling the current rear wheel steering angle to increase to the target rear wheel steering angle by using the preset second angle value further includes:

[0020] Acquire a second real-time yaw angular velocity, a second real-time front wheel steering angle, and a second real-time rear wheel steering angle;

[0021] If the second real-time yaw angular velocity is greater than a preset second angular velocity threshold and the second real-time rear-wheel steering angle is greater than a preset second rear-wheel steering angle threshold, the second real-time rear-wheel steering angle is adjusted based on the first proportional coefficient, the second real-time front-wheel steering angle, the second proportional coefficient and the second real-time yaw angular velocity to obtain a second current rear-wheel steering angle, and the second current rear-wheel steering angle is controlled to increase to a target rear-wheel steering angle by the second angle value;

[0022] If the second real-time yaw angular velocity is not greater than a preset second angular velocity threshold or the second real-time rear-wheel steering angle is not greater than a preset second rear-wheel steering angle threshold, the second real-time rear-wheel steering angle is controlled to increase to a target rear-wheel steering angle using the second angle value.

[0023] In combination with the first aspect, in one implementation, determining the target rear wheel steering angle based on the real-time driving mode, the real-time vehicle speed and the real-time steering wheel steering angle includes:

[0024] The target rear wheel steering angle corresponding to the real-time vehicle speed, the real-time driving mode, and the real-time steering wheel steering angle is obtained from a preset mapping relationship, wherein the mapping relationship is a mapping relationship between the driving mode, the vehicle speed, the steering wheel steering angle, and the rear wheel steering angle.

[0025] In combination with the first aspect, in one implementation, the method further includes:

[0026] When it is detected through the real-time steering wheel steering angle and the driving mode switching signal that the target vehicle is not in a steering state during the switching of the driving mode, the current rear wheel steering angle is controlled to be directly switched to the target rear wheel steering angle.

[0027] In a second aspect, an embodiment of the present application provides a wheel control system, the wheel control system comprising:

[0028] A first processing module, which is used to obtain real-time vehicle speed, real-time steering wheel steering angle, real-time driving mode and driving mode switching signal;

[0029] A second processing module, which is used to determine a target rear wheel steering angle based on a real-time driving mode, a real-time vehicle speed and a real-time steering wheel steering angle;

[0030] The third processing module is used to control the current rear wheel steering angle to increase to the target rear wheel steering angle based on the real-time vehicle speed when it is detected through the real-time steering wheel steering angle and the driving mode switching signal that the target vehicle is in a steering state during the switching of the driving mode.

[0031] In a third aspect, an embodiment of the present application provides a wheel control device, which includes a processor, a memory, and a wheel control program stored in the memory and executable by the processor, wherein when the wheel control program is executed by the processor, the steps of the wheel control method as described in any one of the preceding items are implemented.

[0032] In a fourth aspect, an embodiment of the present application provides a computer-readable storage medium, on which a wheel control program is stored, wherein when the wheel control program is executed by a processor, the steps of the wheel control method as described in any one of the preceding items are implemented.

[0033] The beneficial effects brought by the technical solution provided in the embodiments of the present application include:

[0034] The target rear-wheel steering angle is determined by acquiring the real-time vehicle speed, real-time steering wheel steering angle, real-time driving mode and driving mode switching signal; when it is detected through the real-time steering wheel steering angle and driving mode switching signal that the target vehicle is in a steering state during the switching of driving modes, the current rear-wheel steering angle is controlled to increase to the target rear-wheel steering angle based on the real-time vehicle speed, so as to achieve gradual adjustment of the rear-wheel steering angle during the steering process, thereby avoiding sudden angle changes, thereby ensuring that the stability of the entire vehicle can be effectively guaranteed when switching driving modes during the steering process. BRIEF DESCRIPTION OF THE DRAWINGS

[0035] Figure 1 This is a flow chart of an embodiment of the wheel control method of the present application;

[0036] Figure 2 A schematic diagram of a process for determining whether a vehicle is in a steering state during a driving mode switching process in the wheel control method of the present application;

[0037] Figure 3 For this application Figure 1 Detailed flow chart of step S30;

[0038] Figure 4 This is a schematic diagram of the functional modules of an embodiment of a wheel control system of the present application;

[0039] Figure 5 This is a schematic diagram of the hardware structure of the wheel control device involved in the embodiment of the present application. DETAILED DESCRIPTION

[0040] In order to enable those skilled in the art to better understand the solution of the present application, the technical solution in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0041] In order to make the objectives, technical solutions and advantages of the present application clearer, the implementation methods of the present application will be further described in detail below with reference to the accompanying drawings.

[0042] In a first aspect, an embodiment of the present application provides a wheel control method.

[0043] In one embodiment, referring to Figure 1 , Figure 1 This is a flow chart of an embodiment of the wheel control method of the present application.

[0044] like Figure 1 As shown, the wheel control method includes:

[0045] Step S10: Acquire the real-time vehicle speed, real-time steering wheel steering angle, real-time driving mode and driving mode switching signal.

[0046] Exemplarily, in the embodiment of the present application, the real-time vehicle speed refers to the current driving speed of the vehicle, which can be measured by a wheel speed sensor; the real-time steering wheel steering angle refers to the current rotation angle of the steering wheel operated by the driver, which can be acquired by a steering wheel sensor or an electric steering system. By obtaining the real-time steering wheel steering angle, the driver's intention can be determined and the rear wheel steering angle of the vehicle can be adjusted based on the real-time steering wheel steering angle to provide the target vehicle with better handling and stability; the real-time driving mode refers to the current operating mode of the vehicle. Common driving modes include economic mode, sports mode, comfort mode, etc. Different driving modes will affect the control strategy of the vehicle; the driving mode switching signal is a signal received by the vehicle electronic system when the driver chooses to change the current driving mode, which indicates whether the driver wants to switch to a different driving mode. For example, when the driving mode switching signal received by the vehicle electronic system is 1, it means that the driver wants to switch the driving mode at this time; when the driving mode switching signal received by the vehicle electronic system is 0, it means that the driver does not want to switch the driving mode at this time.

[0047] Specifically, real-time vehicle speed, real-time steering wheel angle, real-time driving mode and driving mode switching signal are important input parameters in the vehicle control system, which can help the system adjust the control strategy in real time and optimize the vehicle's handling performance, stability and safety.

[0048] Step S20: Determine the target rear wheel steering angle based on the real-time driving mode, the real-time vehicle speed and the real-time steering wheel steering angle.

[0049] Exemplarily, in the embodiments of the present application, the vehicle's control requirements and stability requirements are different in different driving scenarios. Therefore, the target rear-wheel steering angle corresponding to the real-time driving mode, real-time vehicle speed and real-time steering wheel steering angle can be determined based on the relationship between the driving mode, vehicle speed, steering wheel steering angle and rear-wheel steering angle, thereby ensuring the optimal control and stability of the target vehicle in different driving scenarios.

[0050] Step S30: When it is detected through the real-time steering wheel steering angle and the driving mode switching signal that the target vehicle is in a steering state during the switching of the driving mode, the current rear wheel steering angle is controlled to increase to the target rear wheel steering angle based on the real-time vehicle speed.

[0051] Exemplarily, in an embodiment of the present application, it can be determined whether the target vehicle is in a steering state during the process of switching the driving mode based on the real-time steering wheel steering angle and the driving mode switching signal. If the target vehicle is in a steering state during the process of switching the driving mode, the rear wheel steering angle at the same steering wheel steering angle will change. In order to avoid the rear wheel steering angle changing too quickly when the vehicle has a certain speed, causing the whole vehicle to become unstable, it is necessary to establish a transition section for the rear wheel steering angle from the current rear wheel steering angle to the target rear wheel steering angle.

[0052] Specifically, the current rear-wheel steering angle can be dynamically adjusted according to the real-time vehicle speed, so that the current rear-wheel steering angle gradually increases to the target rear-wheel steering angle, wherein the current rear-wheel steering angle can be adjusted based on a fixed angle value increment (for example, an increase of 5° each time) until the target rear-wheel steering angle is reached; it should be noted that the adjustment process needs to consider the correspondence between the real-time vehicle speed and the rear-wheel steering angle, that is, at a higher vehicle speed, the adjustment range of the rear-wheel steering angle will be smaller; at a lower vehicle speed, the adjustment range of the rear-wheel steering angle will be larger, thereby optimizing the vehicle's handling and stability.

[0053] The present application determines the target rear-wheel steering angle by acquiring the real-time vehicle speed, real-time steering wheel steering angle, real-time driving mode and driving mode switching signal; when it is detected through the real-time steering wheel steering angle and the driving mode switching signal that the target vehicle is in a steering state during the switching of driving modes, the current rear-wheel steering angle is controlled to increase to the target rear-wheel steering angle based on the real-time vehicle speed, so as to achieve gradual adjustment of the rear-wheel steering angle during the steering process, thereby avoiding sudden angle changes, thereby ensuring that the stability of the entire vehicle can be effectively guaranteed when switching driving modes during the steering process.

[0054] Further, in one embodiment, referring to Figure 2 As shown, before the step of detecting that the target vehicle is in a steering state during the switching of the driving mode through the real-time steering wheel steering angle and the driving mode switching signal, it also includes:

[0055] Step P10: when it is detected according to the driving mode switching signal that the target vehicle is in the process of switching the driving mode, determining an angle change value within a preset time period based on the real-time steering wheel steering angle;

[0056] Step P20: If the angle change value is within the preset steering wheel steering angle range, it is determined that the target vehicle is in a steering state during the process of switching the driving mode.

[0057] By way of example, in an embodiment of the present application, the specific values ​​of the preset time duration and the preset steering wheel steering angle range can be determined according to actual needs and are not limited here; if the signal received by the vehicle electronic system is 1, it means that the target vehicle is in the process of switching the driving mode. At this time, the change value of the steering wheel steering angle within the preset time duration is calculated, and it is determined whether the change value of the steering wheel steering angle is within the preset steering wheel steering angle range. If the change value of the steering wheel steering angle is within the preset steering wheel steering angle range, it means that the target vehicle is in a steering state during the process of switching the driving mode. At this time, it is necessary to fine-tune the rear-wheel steering angle to ensure that the vehicle remains stable during the steering process when switching the driving mode, so as to avoid unstable control feeling or uncomfortable driving experience; if the change value of the steering wheel steering angle is not within the preset steering wheel steering angle range, it means that the target vehicle is not in a steering state during the process of switching the driving mode, and there is no need to fine-tune the rear-wheel steering angle.

[0058] Further, in one embodiment, referring to Figure 3 As shown, the controlling the current rear wheel steering angle to increase to the target rear wheel steering angle based on the real-time vehicle speed includes:

[0059] Step S301: if it is detected that the real-time vehicle speed is greater than a preset vehicle speed threshold, the current rear wheel steering angle is controlled to increase to a target rear wheel steering angle at a preset first angle value;

[0060] Step S302: If it is detected that the real-time vehicle speed is less than or equal to the preset vehicle speed threshold, the current rear wheel steering angle is controlled to increase to the target rear wheel steering angle with a preset second angle value, and the first angle value is less than the second angle value.

[0061] Exemplarily, in the embodiment of the present application, the specific value of the preset vehicle speed threshold can be determined according to actual needs and is not limited here; the specific values ​​of the preset first angle value and the preset second angle value can be determined according to actual needs and are not limited here, as long as the first angle value is less than the second angle value; specifically, if it is detected that the real-time vehicle speed is greater than the preset vehicle speed threshold, it means that the speed of the target vehicle is relatively high at this time and the stability of the vehicle needs to be prioritized to avoid excessive control at high speed. The current rear-wheel steering angle can be controlled to gradually increase to the target rear-wheel steering angle with a smaller first angle value. This gradual increase process helps to ensure that the vehicle control is smoother and avoid excessive steering changes that cause vehicle instability; if it is detected that the real-time vehicle speed is less than or equal to the preset vehicle speed threshold, it means that the speed of the target vehicle is relatively low at this time. The current rear-wheel steering angle can be controlled to gradually increase to the target steering angle with a larger second angle value. The larger steering angle increment (i.e., the second angle value) at low speed can make the rear-wheel steering angle easier to adjust, thereby providing better controllability when the vehicle turns or adjusts the driving direction.

[0062] Furthermore, in one embodiment, in the process of controlling the current rear wheel steering angle to increase to the target rear wheel steering angle at the preset first angle value, the process further includes:

[0063] Acquire a first real-time yaw angular velocity, a first real-time front wheel steering angle, and a first real-time rear wheel steering angle;

[0064] If the first real-time yaw angular velocity is greater than a preset first angular velocity threshold and the first real-time rear-wheel steering angle is greater than a preset first rear-wheel steering angle threshold, the first real-time rear-wheel steering angle is adjusted based on the first proportional coefficient, the first real-time front-wheel steering angle, the second proportional coefficient and the first real-time yaw angular velocity to obtain a first current rear-wheel steering angle, and the first current rear-wheel steering angle is controlled to increase to a target rear-wheel steering angle by the first angle value;

[0065] If the first real-time yaw angular velocity is not greater than a preset first angular velocity threshold or the first real-time rear-wheel steering angle is not greater than a preset first rear-wheel steering angle threshold, the first real-time rear-wheel steering angle is controlled to increase to a target rear-wheel steering angle using the first angle value.

[0066] Exemplarily, in an embodiment of the present application, in the process of adjusting the current rear-wheel steering angle in an incremental manner, the yaw angular velocity, the front-wheel steering angle, and the rear-wheel steering angle corresponding to each increment can be collected by the sensor to obtain a first real-time yaw angular velocity, a first real-time front-wheel steering angle, and a first real-time rear-wheel steering angle, wherein the first real-time yaw angular velocity refers to the lateral rotation speed of the vehicle, which reflects the steering or yaw characteristics of the vehicle; the first real-time front-wheel steering angle refers to the current steering angle of the front wheels of the vehicle; the first real-time rear-wheel steering angle refers to the current steering angle of the rear wheels of the vehicle; the preset first angular velocity threshold is the critical value of the vehicle's yaw angular velocity, and its specific value can be determined according to actual needs and is not limited here. When the first real-time yaw angular velocity is greater than the first angular velocity threshold, it means that the vehicle's yaw movement is more intense and requires more precise rear-wheel steering adjustment; the preset first rear-wheel steering angle threshold is the threshold of the current rear-wheel steering angle, and its specific value can be determined according to actual needs and is not limited here.

[0067] It should be noted that the first proportional coefficient and the second proportional coefficient are proportional coefficients used to adjust the rear wheel steering angle, and the two determine how to adjust the first real-time rear wheel steering angle according to the first real-time front wheel steering angle and the second real-time yaw acceleration. The first proportional coefficient can be determined based on the front wheel equivalent cornering stiffness and the rear wheel equivalent cornering stiffness, and the second proportional coefficient can be determined based on the vehicle mass, the real-time vehicle speed, the distance between the vehicle center of mass and the front axle, the distance between the vehicle center of mass and the rear axle, the front wheel equivalent cornering stiffness and the rear wheel equivalent cornering stiffness.

[0068] Specifically, the front wheel equivalent cornering stiffness and the rear wheel equivalent cornering stiffness are substituted into the following calculation formula to obtain the first proportionality coefficient. The calculation formula is:

[0069]

[0070] Wherein, k1 is the equivalent cornering stiffness of the front wheel; k2 is the equivalent cornering stiffness of the rear wheel; K1 is the first proportional coefficient.

[0071] Substitute the vehicle mass, real-time vehicle speed, the distance between the vehicle center of mass and the front axle, the distance between the vehicle center of mass and the rear axle, the front wheel equivalent cornering stiffness, and the rear wheel equivalent cornering stiffness into the following calculation formula to obtain the second proportional coefficient. The calculation formula is:

[0072]

[0073] Where m is the mass of the vehicle; u is the real-time speed; a is the distance between the center of mass of the vehicle and the front axle; b is the distance between the center of mass of the vehicle and the rear axle; K2 is the second proportional coefficient.

[0074] Specifically, a first real-time yaw angular velocity, a first real-time front wheel steering angle, and a first real-time rear wheel steering angle are obtained; it is determined whether the first real-time yaw angular velocity is greater than a first angular velocity threshold and whether the first real-time rear wheel steering angle is greater than a first rear wheel steering angle threshold; if the first real-time yaw angular velocity> the first angular velocity threshold and the first real-time rear wheel steering angle> the first rear wheel steering angle threshold, it indicates that the vehicle is in a relatively large dynamic steering state, then the first real-time rear wheel steering angle is adjusted according to the first proportional coefficient, the second proportional coefficient, the first real-time front wheel steering angle, and the first real-time yaw angular velocity to obtain a first current rear wheel steering angle, such adjustment can ensure fine control of the rear wheel steering angle to enhance the controllability and stability of the vehicle, wherein the specific manner of adjusting the first real-time rear wheel steering angle is as follows:

[0075] Substitute the first proportional coefficient, the first real-time front wheel steering angle, the second proportional coefficient and the first real-time yaw rate into the following calculation formula to obtain the first current rear wheel steering angle, which is:

[0076] δ r =K1δ f +K2ω r

[0077] Where K1 is the first proportional coefficient; δ f is the first real-time front wheel steering angle; K2 is the second proportional coefficient; ω r is the first real-time yaw rate; δ r is the first current rear wheel steering angle.

[0078] It should be noted that after obtaining the first current rear-wheel steering angle, the first current rear-wheel steering angle is still gradually increased by the first angle value until the target rear-wheel steering angle is reached. This increasing process ensures the smoothness of the adjustment and avoids unstable or uncomfortable driving experience caused by excessive angle changes; if the first real-time yaw angular velocity ≤ the first angular velocity threshold or the first real-time rear-wheel steering angle ≤ the first rear-wheel steering angle threshold, it means that the vehicle is in a stable driving state, then the first real-time rear-wheel steering angle is not complicatedly adjusted, but the first real-time rear-wheel steering angle is directly controlled by the first angle value to gradually increase to the target rear-wheel steering angle.

[0079] Furthermore, in one embodiment, the process of controlling the current rear wheel steering angle to increase to the target rear wheel steering angle by using the preset second angle value further includes:

[0080] Acquire a second real-time yaw angular velocity, a second real-time front wheel steering angle, and a second real-time rear wheel steering angle;

[0081] If the second real-time yaw angular velocity is greater than a preset second angular velocity threshold and the second real-time rear-wheel steering angle is greater than a preset second rear-wheel steering angle threshold, the second real-time rear-wheel steering angle is adjusted based on the first proportional coefficient, the second real-time front-wheel steering angle, the second proportional coefficient and the second real-time yaw angular velocity to obtain a second current rear-wheel steering angle, and the second current rear-wheel steering angle is controlled to increase to a target rear-wheel steering angle by the second angle value;

[0082] If the second real-time yaw angular velocity is not greater than a preset second angular velocity threshold or the second real-time rear-wheel steering angle is not greater than a preset second rear-wheel steering angle threshold, the second real-time rear-wheel steering angle is controlled to increase to a target rear-wheel steering angle using the second angle value.

[0083] Exemplarily, in an embodiment of the present application, in the process of adjusting the current rear-wheel steering angle in an incremental manner, the yaw angular velocity, front-wheel steering angle, and rear-wheel steering angle corresponding to each increment can be collected by the sensor to obtain a second real-time yaw angular velocity, a second real-time front-wheel steering angle, and a second real-time rear-wheel steering angle, wherein the second real-time yaw angular velocity, the second real-time front-wheel steering angle, and the second real-time rear-wheel steering angle have the same meanings as the first real-time yaw angular velocity, the first real-time front-wheel steering angle, and the first real-time rear-wheel steering angle, and for the sake of brevity of description, they are not elaborated here; the specific values ​​of the preset second angular velocity threshold and the preset second rear-wheel steering angle threshold can be determined according to actual needs and are not limited here, wherein the first angular velocity threshold is less than the second angular velocity threshold, and the first rear-wheel steering angle threshold is less than the second rear-wheel steering angle threshold.

[0084] Specifically, the second real-time yaw angular velocity, the second real-time front wheel steering angle, and the second real-time rear wheel steering angle are obtained, and it is determined whether the second real-time yaw angular velocity is greater than the second angular velocity threshold and whether the second real-time rear wheel steering angle is greater than the second rear wheel steering angle threshold. If the second real-time yaw angular velocity> the second angular velocity threshold and the second real-time rear wheel steering angle is greater than the second rear wheel steering angle threshold, it indicates that the vehicle is in a relatively large dynamic steering state. The second real-time rear wheel steering angle can be adjusted according to the first proportional coefficient, the second proportional coefficient, the second real-time front wheel steering angle, and the second real-time yaw angular velocity to obtain a second current rear wheel steering angle. The specific method of adjusting the second real-time rear wheel steering angle is as follows:

[0085] Substitute the first proportional coefficient, the second real-time front wheel steering angle, the second proportional coefficient and the second real-time yaw rate into the following calculation formula to obtain the second current rear wheel steering angle, which is:

[0086] δ' r =K1δ' f +K2ω' r

[0087] Where K1 is the first proportional coefficient; δ' f is the second real-time front wheel steering angle; K2 is the second proportional coefficient; ω' r is the second real-time yaw rate; δ' r is the second current rear wheel steering angle.

[0088] It should be noted that after obtaining the second current rear-wheel steering angle, the second current rear-wheel steering angle is still gradually increased by the second angle value until the target rear-wheel steering angle is reached. This increasing process ensures the smoothness of the adjustment and avoids unstable or uncomfortable driving experience caused by excessive angle changes; if the second real-time yaw angular velocity ≤ the second angular velocity threshold or the second real-time rear-wheel steering angle ≤ the second rear-wheel steering angle threshold, it means that the vehicle is in a stable driving state, then the second real-time rear-wheel steering angle is not complicatedly adjusted, but the second real-time rear-wheel steering angle is directly controlled by the second angle value to gradually increase to the target rear-wheel steering angle.

[0089] Further, in one embodiment, determining the target rear wheel steering angle based on the real-time driving mode, the real-time vehicle speed and the real-time steering wheel steering angle includes:

[0090] The target rear wheel steering angle corresponding to the real-time vehicle speed, the real-time driving mode, and the real-time steering wheel steering angle is obtained from a preset mapping relationship, wherein the mapping relationship is a mapping relationship between the driving mode, the vehicle speed, the steering wheel steering angle, and the rear wheel steering angle.

[0091] Exemplarily, in the embodiment of the present application, the preset mapping relationship is the mapping relationship between the driving mode, the vehicle speed, the steering wheel steering angle and the rear wheel steering angle, which can be determined according to actual needs and is not limited here. For example, the driving mode is the economic mode, the vehicle speed is 30 km / h, and the steering wheel steering angle is 340°. At this time, the corresponding rear wheel steering angle is 5°; the driving mode is the comfort mode, the vehicle speed is 25 km / h, and the steering wheel steering angle is 320°. At this time, the corresponding rear wheel steering angle is 3°; the driving mode is the high-energy mode, the vehicle speed is 20 km / h, and the steering wheel steering angle is 270°. At this time, the corresponding rear wheel steering angle is 2°; then, the target rear wheel steering angle corresponding to the real-time vehicle speed, the real-time driving mode, and the real-time steering wheel steering angle is obtained from the above mapping relationship. Assuming that the real-time vehicle speed is 25 km / h, the real-time driving mode is the comfort mode, and the real-time steering wheel steering angle is 320°, the target rear wheel steering angle at this time is 3°.

[0092] Furthermore, in one embodiment, the method further includes:

[0093] When it is detected through the real-time steering wheel steering angle and the driving mode switching signal that the target vehicle is not in a steering state during the switching of the driving mode, the current rear wheel steering angle is controlled to be directly switched to the target rear wheel steering angle.

[0094] Exemplarily, in an embodiment of the present application, if the vehicle electronic system receives a signal of 1, it indicates that the target vehicle is not in the process of switching driving modes. At this time, the change value of the steering wheel steering angle within a preset time period is calculated, and a determination is made as to whether the change value of the steering wheel steering angle is within a preset steering wheel steering angle range. If not, it indicates that the target vehicle is not in a steering state during the process of switching driving modes. At this time, there is no need to dynamically adjust the rear wheel steering angle, and the current rear wheel steering angle can be directly controlled to switch to the target rear wheel steering angle.

[0095] In a second aspect, an embodiment of the present application also provides a wheel control system.

[0096] In one embodiment, referring to Figure 4 , Figure 4 Schematic diagram of the functional modules of the wheel control system embodiment of the present application. Figure 4 As shown, the wheel control system includes:

[0097] A first processing module, which is used to obtain real-time vehicle speed, real-time steering wheel steering angle, real-time driving mode and driving mode switching signal;

[0098] A second processing module, which is used to determine a target rear wheel steering angle based on a real-time driving mode, a real-time vehicle speed and a real-time steering wheel steering angle;

[0099] The third processing module is used to control the current rear wheel steering angle to increase to the target rear wheel steering angle based on the real-time vehicle speed when it is detected through the real-time steering wheel steering angle and the driving mode switching signal that the target vehicle is in a steering state during the switching of the driving mode.

[0100] Furthermore, in one embodiment, the second processing module is specifically configured to:

[0101] When it is detected according to the driving mode switching signal that the target vehicle is in the process of switching the driving mode, determining an angle change value within a preset time period based on the real-time steering wheel steering angle;

[0102] If the angle change value is within the preset steering wheel steering angle range, it is determined that the target vehicle is in a steering state during the switching of the driving mode.

[0103] Furthermore, in one embodiment, the third processing module is specifically used for:

[0104] If it is detected that the real-time vehicle speed is greater than the preset vehicle speed threshold, the current rear wheel steering angle is controlled to increase to the target rear wheel steering angle at a preset first angle value;

[0105] If it is detected that the real-time vehicle speed is less than or equal to the preset vehicle speed threshold, the current rear wheel steering angle is controlled to increase to the target rear wheel steering angle at a preset second angle value, and the first angle value is less than the second angle value.

[0106] Furthermore, in one embodiment, the third processing module is further configured to:

[0107] Acquire a first real-time yaw angular velocity, a first real-time front wheel steering angle, and a first real-time rear wheel steering angle;

[0108] If the first real-time yaw angular velocity is greater than a preset first angular velocity threshold and the first real-time rear-wheel steering angle is greater than a preset first rear-wheel steering angle threshold, the first real-time rear-wheel steering angle is adjusted based on the first proportional coefficient, the first real-time front-wheel steering angle, the second proportional coefficient and the first real-time yaw angular velocity to obtain a first current rear-wheel steering angle, and the first current rear-wheel steering angle is controlled to increase to a target rear-wheel steering angle by the first angle value;

[0109] If the first real-time yaw angular velocity is not greater than a preset first angular velocity threshold or the first real-time rear-wheel steering angle is not greater than a preset first rear-wheel steering angle threshold, the first real-time rear-wheel steering angle is controlled to increase to a target rear-wheel steering angle using the first angle value.

[0110] Furthermore, in one embodiment, the third processing module is further configured to:

[0111] Acquire a second real-time yaw angular velocity, a second real-time front wheel steering angle, and a second real-time rear wheel steering angle;

[0112] If the second real-time yaw angular velocity is greater than a preset second angular velocity threshold and the second real-time rear-wheel steering angle is greater than a preset second rear-wheel steering angle threshold, the second real-time rear-wheel steering angle is adjusted based on the first proportional coefficient, the second real-time front-wheel steering angle, the second proportional coefficient and the second real-time yaw angular velocity to obtain a second current rear-wheel steering angle, and the second current rear-wheel steering angle is controlled to increase to a target rear-wheel steering angle by the second angle value;

[0113] If the second real-time yaw angular velocity is not greater than a preset second angular velocity threshold or the second real-time rear-wheel steering angle is not greater than a preset second rear-wheel steering angle threshold, the second real-time rear-wheel steering angle is controlled to increase to a target rear-wheel steering angle using the second angle value.

[0114] Furthermore, in one embodiment, the second processing module is specifically configured to:

[0115] The target rear wheel steering angle corresponding to the real-time vehicle speed, the real-time driving mode, and the real-time steering wheel steering angle is obtained from a preset mapping relationship, wherein the mapping relationship is a mapping relationship between the driving mode, the vehicle speed, the steering wheel steering angle, and the rear wheel steering angle.

[0116] Furthermore, in one embodiment, the third processing module is further configured to:

[0117] When it is detected through the real-time steering wheel steering angle and the driving mode switching signal that the target vehicle is not in a steering state during the switching of the driving mode, the current rear wheel steering angle is controlled to be directly switched to the target rear wheel steering angle.

[0118] The present application determines the target rear-wheel steering angle by acquiring the real-time vehicle speed, real-time steering wheel steering angle, real-time driving mode and driving mode switching signal; when it is detected through the real-time steering wheel steering angle and the driving mode switching signal that the target vehicle is in a steering state during the switching of driving modes, the current rear-wheel steering angle is controlled to increase to the target rear-wheel steering angle based on the real-time vehicle speed, so as to achieve gradual adjustment of the rear-wheel steering angle during the steering process, thereby avoiding sudden angle changes, thereby ensuring that the stability of the entire vehicle can be effectively guaranteed when switching driving modes during the steering process.

[0119] Among them, the functional implementation of each module in the above-mentioned wheel control system corresponds to the various steps in the above-mentioned wheel control method embodiment, and its functions and implementation processes will not be repeated here one by one.

[0120] In a third aspect, an embodiment of the present application provides a wheel control device, which may be a device with data processing function, such as a personal computer (PC), a laptop computer, or a server.

[0121] Reference Figure 5 , Figure 5 Schematic diagram of the hardware structure of the wheel control device involved in the embodiment of the present application. In the embodiment of the present application, the wheel control device may include a processor, a memory, a communication interface and a communication bus.

[0122] The communication bus may be of any type and is used to interconnect the processor, the memory, and the communication interface.

[0123] The communication interface includes an input / output (I / O) interface, a physical interface, and a logical interface, etc., which are used to interconnect the components inside the wheel control device, and an interface used to interconnect the wheel control device with other devices (such as other computing devices or user devices). The physical interface may be an Ethernet interface, an optical fiber interface, an ATM interface, etc.; the user device may be a display, a keyboard, etc.

[0124] The memory can be various types of storage media, such as random access memory (RAM), read-only memory (ROM), non-volatile RAM (NVRAM), flash memory, optical storage, hard disk, programmable ROM (PROM), erasable PROM (EPROM), electrically erasable PROM (EEPROM), etc.

[0125] The processor may be a general-purpose processor, which may call the wheel control program stored in the memory and execute the wheel control method provided by the embodiment of the present application. For example, the general-purpose processor may be a central processing unit (CPU). The method executed when the wheel control program is called may refer to the various embodiments of the wheel control method of the present application, which will not be repeated here.

[0126] Those skilled in the art will understand that Figure 5 The hardware structure shown in the figure does not constitute a limitation on the present application, and may include more or less components than shown in the figure, or combine certain components, or arrange the components differently.

[0127] In a fourth aspect, an embodiment of the present application also provides a readable storage medium.

[0128] A wheel control program is stored on the readable storage medium of the present application, wherein when the wheel control program is executed by the processor, the steps of the wheel control method as described above are implemented.

[0129] Among them, the method implemented when the wheel control program is executed can refer to the various embodiments of the wheel control method of the present application, and will not be repeated here.

[0130] The terms "including" and "having" and any variations thereof in the specification and claims of this application and the above-mentioned drawings are intended to cover non-exclusive inclusions. For example, a process, method, system, product or device that includes a series of steps or units is not limited to the listed steps or units, but optionally includes steps or units that are not listed, or optionally includes other steps or units inherent to these processes, methods, products or devices. The terms "first", "second" and "third" are used to distinguish different objects, etc., and do not represent a sequence, nor do they limit "first", "second" and "third" to different types.

[0131] In the description of the embodiments of the present application, "exemplary", "for example" or "for example" are used to indicate examples, illustrations or descriptions. Any embodiment or design described as "exemplary", "for example" or "for example" in the embodiments of the present application should not be interpreted as being more preferred or more advantageous than other embodiments or designs. Specifically, the use of words such as "exemplary", "for example" or "for example" is intended to present related concepts in a specific way.

[0132] In the description of the embodiments of the present application, unless otherwise specified, “ / ” means or, for example, A / B can mean A or B; the “and / or” in the text is merely a description of the association relationship of associated objects, indicating that three relationships may exist, 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” refers to two or more than two.

[0133] In some processes described in the embodiments of the present application, multiple operations or steps that appear in a specific order are included, but it should be understood that these operations or steps may not be executed in the order in which they appear in the embodiments of the present application or in parallel, and the sequence number of the operation is only used to distinguish the different operations, and the sequence number itself does not represent any execution order. In addition, these processes may include more or fewer operations, and these operations or steps may be executed in sequence or in parallel, and these operations or steps may be combined.

[0134] It should be noted that the serial numbers of the above-mentioned embodiments of the present application are only for description and do not represent the advantages or disadvantages of the embodiments.

[0135] Through the description of the above implementation methods, those skilled in the art can clearly understand that the above-mentioned embodiment methods can be implemented by means of software plus a necessary general hardware platform, and of course by hardware, but in many cases the former is a better implementation method. Based on such an understanding, the technical solution of the present application is essentially or the part that contributes to the prior art can be embodied in the form of a software product, which is stored in a storage medium (such as ROM / RAM, disk, CD) as described above, and includes a number of instructions for a terminal device to execute the methods described in each embodiment of the present application.

[0136] The above are only preferred embodiments of the present application, and are not intended to limit the patent scope of the present application. Any equivalent structure or equivalent process transformation made using the contents of the present application specification and drawings, or directly or indirectly applied in other related technical fields, are also included in the patent protection scope of the present application.

Claims

1. A wheel control method, characterized in that: The wheel control method comprises: Obtain real-time vehicle speed, real-time steering wheel angle, real-time driving mode and driving mode switching signal; Determine a target rear wheel steering angle based on the real-time driving mode, the real-time vehicle speed and the real-time steering wheel steering angle; When it is detected through the real-time steering wheel steering angle and the driving mode switching signal that the target vehicle is in a steering state during the switching of the driving mode, the current rear wheel steering angle is controlled to increase to the target rear wheel steering angle based on the real-time vehicle speed.

2. The wheel control method according to claim 1, characterized in that: Before the step of detecting that the target vehicle is in a steering state during the switching of the driving mode through the real-time steering wheel steering angle and the driving mode switching signal, the method further includes: When it is detected according to the driving mode switching signal that the target vehicle is in the process of switching the driving mode, determining an angle change value within a preset time period based on the real-time steering wheel steering angle; If the angle change value is within the preset steering wheel steering angle range, it is determined that the target vehicle is in a steering state during the switching of the driving mode.

3. The wheel control method according to claim 1, characterized in that: The controlling the current rear wheel steering angle to increase to the target rear wheel steering angle based on the real-time vehicle speed includes: If it is detected that the real-time vehicle speed is greater than the preset vehicle speed threshold, the current rear wheel steering angle is controlled to increase to the target rear wheel steering angle at a preset first angle value; If it is detected that the real-time vehicle speed is less than or equal to the preset vehicle speed threshold, the current rear wheel steering angle is controlled to increase to the target rear wheel steering angle at a preset second angle value, and the first angle value is less than the second angle value.

4. The wheel control method according to claim 3, characterized in that: In the process of controlling the current rear wheel steering angle to increase to the target rear wheel steering angle at the preset first angle value, the method further includes: Acquire a first real-time yaw angular velocity, a first real-time front wheel steering angle, and a first real-time rear wheel steering angle; If the first real-time yaw angular velocity is greater than a preset first angular velocity threshold and the first real-time rear-wheel steering angle is greater than a preset first rear-wheel steering angle threshold, the first real-time rear-wheel steering angle is adjusted based on the first proportional coefficient, the first real-time front-wheel steering angle, the second proportional coefficient and the first real-time yaw angular velocity to obtain a first current rear-wheel steering angle, and the first current rear-wheel steering angle is controlled to increase to a target rear-wheel steering angle by the first angle value; If the first real-time yaw angular velocity is not greater than a preset first angular velocity threshold or the first real-time rear-wheel steering angle is not greater than a preset first rear-wheel steering angle threshold, the first real-time rear-wheel steering angle is controlled to increase to a target rear-wheel steering angle using the first angle value.

5. The wheel control method according to claim 3, characterized in that: The process of controlling the current rear wheel steering angle to increase to the target rear wheel steering angle by using the preset second angle value also includes: Acquire a second real-time yaw angular velocity, a second real-time front wheel steering angle, and a second real-time rear wheel steering angle; If the second real-time yaw angular velocity is greater than a preset second angular velocity threshold and the second real-time rear-wheel steering angle is greater than a preset second rear-wheel steering angle threshold, the second real-time rear-wheel steering angle is adjusted based on the first proportional coefficient, the second real-time front-wheel steering angle, the second proportional coefficient and the second real-time yaw angular velocity to obtain a second current rear-wheel steering angle, and the second current rear-wheel steering angle is controlled to increase to a target rear-wheel steering angle by the second angle value; If the second real-time yaw angular velocity is not greater than a preset second angular velocity threshold or the second real-time rear-wheel steering angle is not greater than a preset second rear-wheel steering angle threshold, the second real-time rear-wheel steering angle is controlled to increase to a target rear-wheel steering angle using the second angle value.

6. The wheel control method according to claim 1, characterized in that: The method of determining a target rear wheel steering angle based on the real-time driving mode, the real-time vehicle speed and the real-time steering wheel steering angle includes: The target rear wheel steering angle corresponding to the real-time vehicle speed, the real-time driving mode, and the real-time steering wheel steering angle is obtained from a preset mapping relationship, wherein the mapping relationship is a mapping relationship between the driving mode, the vehicle speed, the steering wheel steering angle, and the rear wheel steering angle.

7. The wheel control method according to claim 1, characterized in that: The method further comprises: When it is detected through the real-time steering wheel steering angle and the driving mode switching signal that the target vehicle is not in a steering state during the switching of the driving mode, the current rear wheel steering angle is controlled to be directly switched to the target rear wheel steering angle.

8. A wheel control system, characterized in that: The wheel control system comprises: A first processing module, which is used to obtain real-time vehicle speed, real-time steering wheel steering angle, real-time driving mode and driving mode switching signal; A second processing module, which is used to determine a target rear wheel steering angle based on the real-time driving mode, the real-time vehicle speed and the real-time steering wheel steering angle; The third processing module is used to control the current rear wheel steering angle to increase to the target rear wheel steering angle based on the real-time vehicle speed when it is detected through the real-time steering wheel steering angle and the driving mode switching signal that the target vehicle is in a steering state during the switching of the driving mode.

9. A wheel control device, characterized in that: The wheel control device includes a processor, a memory, and a wheel control program stored in the memory and executable by the processor, wherein when the wheel control program is executed by the processor, the steps of the wheel control method according to any one of claims 1 to 7 are implemented.

10. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores a wheel control program, wherein when the wheel control program is executed by a processor, the steps of the wheel control method according to any one of claims 1 to 7 are implemented.

Images