Vehicle steering control method, electronic device, and vehicle
By using the vehicle's own hardware to identify and automatically control wheel steering to suppress road shoulder collisions, the problem of wheel-road shoulder scraping and damage is solved, achieving rapid response and reduced damage.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Patents(China)
- Current Assignee / Owner
- GREAT WALL MOTOR CO LTD
- Filing Date
- 2025-05-09
- Publication Date
- 2026-06-23
Smart Images
Figure CN120422928B_ABST
Abstract
Description
Technical Field
[0001] This application relates to the field of vehicle control technology, and in particular to a vehicle steering control method, electronic equipment, and vehicle. Background Technology
[0002] During vehicle steering, there is a possibility that the wheels may hit the curb, causing scratches and damage to the tires.
[0003] Currently, to prevent wheels from hitting the curb and scraping the tires, cameras monitor the images of each wheel. When a risk of a wheel hitting the curb is detected, an alarm is triggered, informing the driver to adjust the driving direction.
[0004] However, this method of providing risk warnings when the wheels hit the curb may still result in damage to the tires or wheels due to the driver's failure to respond in time or operational errors. Summary of the Invention
[0005] In view of this, the purpose of this application is to propose a vehicle steering control method, electronic equipment and vehicle to solve the problem that current risk warnings for wheels hitting the curb may result in driver delays or operational errors, leading to damage to tires or wheels.
[0006] For the purposes described above, this application provides a vehicle steering control method, including:
[0007] Determine whether the wheel has moved to the shoulder and obtain the result.
[0008] In response to the determination result being yes, the target direction of the road shoulder relative to the wheel is determined, and the wheel is turned in the target direction to suppress the turning angle.
[0009] Based on the same inventive concept, this application also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable by the processor, wherein the processor implements the method described above when executing the computer program.
[0010] Based on the same inventive concept, this application also provides a vehicle including the electronic equipment described above.
[0011] As can be seen from the above, the vehicle steering control method, electronic equipment, and vehicle provided in this application can determine the target direction of the road shoulder relative to the wheel when it is determined that the wheel has moved to the road shoulder and is about to collide with it. In this way, the vehicle can automatically control the wheel to suppress its rotation in the target direction in a timely manner, so that the wheel can adjust itself in time when it collides with the road shoulder and will not continue to collide with the road shoulder, thus avoiding the wheel from being scratched and damaged due to continuous collisions with the road shoulder. Since the process of the vehicle automatically suppressing the wheel's steering in the target direction is a transient process with a fast response speed, it can save the time of human reaction and operation compared to the method of manual control through prompts, and reduce the duration of wheel scratching and collision with the road shoulder. Furthermore, the solution of this application does not require the vehicle to be equipped with any additional hardware. It can directly identify whether the wheel is colliding with the road shoulder based on the vehicle's own hardware, and then perform the steering angle suppression process after confirming that a collision with the road shoulder has occurred. The operation is simple and convenient. Attached Figure Description
[0012] To more clearly illustrate the technical solutions in this application or related technologies, the drawings used in the description of the embodiments or related technologies will be briefly introduced below. Obviously, the drawings described below are only embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.
[0013] Figure 1 This is a flowchart of a vehicle steering control method according to an embodiment of this application;
[0014] Figure 2 This is a structural block diagram of a vehicle steering control device according to an embodiment of this application;
[0015] Figure 3 This is a schematic diagram of the structure of an electronic device according to an embodiment of this application. Detailed Implementation
[0016] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with specific embodiments and the accompanying drawings.
[0017] It should be noted that, unless otherwise defined, the technical or scientific terms used in the embodiments of this application should have the ordinary meaning understood by one of ordinary skill in the art to which this application pertains. The terms "first," "second," and similar terms used in the embodiments of this application do not indicate any order, quantity, or importance, but are merely used to distinguish different components. Terms such as "comprising" or "including" mean that the element or object preceding the word encompasses the elements or objects listed after the word and their equivalents, without excluding other elements or objects. Terms such as "connected" or "linked" are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. Terms such as "upper," "lower," "left," and "right" are only used to indicate relative positional relationships; when the absolute position of the described object changes, the relative positional relationship may also change accordingly.
[0018] Definitions:
[0019] EPS: Electric Power Steering.
[0020] TCS: Traction Control System, also known as Tracking Control System.
[0021] ABS: Antilock Braking System.
[0022] VDC: Vdc vehicle running dynamic control system.
[0023] Based on the description of the background technology, if a wheel continues to output steering force to steer when there is a risk of collision with the curb, it will cause scraping damage to the wheel, especially the tire.
[0024] Especially for vehicles with active rear-wheel steering control, the steering is controlled by the front and rear wheels according to a certain angle ratio. At low speeds (e.g., ≤40km / h), the rear wheels are generally controlled in opposite directions to increase steering flexibility. However, when parking at low speeds, the front and rear wheels may rotate in opposite directions, potentially causing the front wheels to move away from the curb while the rear wheels collide with it, easily resulting in scraping and damage to the rear tires.
[0025] The embodiments of this application will be described in detail below with reference to the accompanying drawings.
[0026] The vehicle steering control method proposed in the embodiments of this application, such as Figure 1 As shown, it includes:
[0027] Step 101: Determine whether the wheel has moved to the shoulder and obtain the determination result.
[0028] In practice, cameras can be used to collect and analyze images of each wheel in real time to determine whether each wheel has moved to the shoulder (i.e., there is a risk of collision with the shoulder). If it happens, the corresponding judgment result is yes; if it does not happen, the corresponding judgment result is no.
[0029] It can also determine whether each wheel has moved to the curb (i.e., there is a risk of collision with the curb) by detecting various control parameters when the wheels are turning. If it happens, the corresponding judgment result is yes; if it does not happen, the corresponding judgment result is no.
[0030] As a preferred embodiment, the vehicle is an active rear-wheel steering control vehicle, which will perform vehicle steering control by rotating the front wheels and rear wheels in opposite directions when driving at low speeds (e.g., vehicle speed ≤ 40km / h). At this time, the front wheels will move away from the curb and the rear wheels will move to the curb (i.e., collide with the curb), and the corresponding judgment result is yes.
[0031] Step 102: In response to the judgment result being yes, determine the target direction of the road shoulder relative to the wheel, and suppress the wheel from turning in the target direction.
[0032] In practice, if the judgment result is yes, it proves that the wheel is in contact with the shoulder. It is then necessary to determine whether the wheel in contact with the shoulder is the front wheel or the rear wheel, and to determine the position of the shoulder relative to the wheel as the target direction (e.g., to the left or right of the rear wheel). In order to prevent the wheel from continuing to turn in that target direction and scraping against the shoulder, the wheel will be automatically controlled to suppress the turning angle in that target direction, so that the wheel continuously reduces the turning operation in that target direction, thus achieving the suppression of the turning angle in that target direction.
[0033] The above solution determines the target direction of the road shoulder relative to the wheel when the wheel moves to the road shoulder and collides with it. This allows the vehicle to automatically control the wheel to prevent it from turning in that target direction, ensuring timely adjustment at the moment of collision and preventing further collisions. This avoids scraping damage caused by continuous collisions. Since the vehicle automatically suppresses the wheel's steering in the target direction, the response is rapid and instantaneous. Compared to manual control with prompts, this saves time and reduces the duration of wheel-road shoulder collisions. Furthermore, this solution does not require additional vehicle hardware; the vehicle's own hardware can identify whether a collision with the road shoulder is occurring and, upon confirmation, execute a steering angle suppression process. The operation is simple and convenient.
[0034] In some embodiments, the wheel is a rear wheel; step 101 includes:
[0035] Step 1011: During the steering control of the rear wheels, detect whether there is a road shoulder when the rear wheels are steering, and obtain the judgment result.
[0036] In practice, this embodiment mainly focuses on the process of monitoring the road shoulder of the rear wheels, and is specifically applied to vehicles with active rear wheel steering control.
[0037] At low speeds (vehicle speed < 40 km / h), the ratio of the front and rear wheel steering angles is negative, meaning the front wheel steering angle is in the opposite direction to the rear wheel steering angle. This makes low-speed turning more agile. Because the driver can control the front wheels better during the turn, the front wheels are generally less likely to collide with the curb. However, the rear wheels are not visible to the driver and are difficult to control. In addition, when controlling the front and rear wheels at low speeds, the steering direction of the rear wheels is opposite to that of the front wheels, so it is easy for the rear tires to scrape against the curb.
[0038] During vehicle steering control, the vehicle speed is used as input to determine the corresponding front and rear wheel steering angle ratio. Based on the steering wheel angle, the corresponding control angles for the front and rear wheels are determined. The front wheel steering angle is then sent to the front wheel motor for front wheel steering control; simultaneously, the rear wheel steering angle is sent to the rear wheel motor for rear wheel steering control.
[0039] The above solution can prevent rear wheels from colliding with the curb during rear wheel steering control, thus reducing the chance of rear wheels scraping the curb.
[0040] In some embodiments, step 1011 includes at least one of the following:
[0041] Step 10111: Detect the output motor torque of the rear wheel motor under the condition that the two rear wheels are at the same turning angle and the same speed, determine whether the output motor torque is greater than the upper limit value of the torque, and obtain the first judgment result.
[0042] In practice, determining that the two rear wheels are at the same turning angle and the same speed ensures that the steering of the two rear wheels is in a stable state.
[0043] Under these conditions, the output motor torque of the rear wheel motor (e.g., Mr) is detected. If the output motor torque is greater than the upper limit of torque (e.g., Mr > Mr), then... Max And if the predetermined duration (e.g., a predetermined number of calculation cycles) is used to prove that there is a road shoulder on the rear wheel steering side at this time, the corresponding first judgment result is yes.
[0044] Otherwise, when the rear wheels are steering normally, the output motor torque is less than or equal to the upper torque limit (e.g., Mr ≤ Mr). Max The first judgment result is no.
[0045] Step 10112: Determine the angle difference between the target angle of the rear wheel and the actual angle of the rear wheel, and determine whether the angle difference is greater than the angle difference threshold to obtain the second judgment result.
[0046] In practice, the target steering angle of the rear wheel is the target steering angle value corresponding to the rear wheel determined according to the ratio of the steering angles of the front and rear wheels. During the process of controlling the rear wheel motor to steer the rear wheels according to the target steering angle:
[0047] If a curb is present, the rear wheels will be unable to steer due to its influence. This causes a significant deviation between the actual rear wheel angle detected by the rear wheel angle sensor and the target rear wheel angle, resulting in a large angle difference. This angle difference will exceed the angle difference threshold, leading to the second judgment result being "yes".
[0048] If it is normal rear wheel steering control, the deviation between the actual rear wheel angle detected by the rear wheel angle sensor and the target rear wheel angle is small, and the corresponding angle difference is relatively small. The angle difference will be less than or equal to the angle difference threshold, and the corresponding second judgment result will be no.
[0049] Step 10113: Detect the difference between the expected yaw rate and the actual yaw rate, and the difference between the expected lateral rate and the actual lateral rate; determine whether at least one of the yaw rate difference and the lateral rate difference exceeds the corresponding design threshold, and obtain the third judgment result.
[0050] In practice, a table is created by pre-setting the desired yaw rate and desired lateral rate corresponding to the vehicle speed and the front wheel turning angle.
[0051] Then, based on the real-time determined vehicle speed and front wheel steering angle, the desired yaw rate and desired lateral rate of the entire vehicle are determined by looking up a table, and steering control is then executed based on these desired yaw rates and lateral rates. The vehicle is equipped with an acceleration sensor and a yaw rate sensor, which can detect the actual yaw rate of the vehicle in real time using the yaw rate sensor. Furthermore, the actual lateral rate is determined based on the real-time detection of the vehicle's acceleration and yaw angle by the acceleration sensor. This allows for the calculation of the difference between the desired yaw rate and the actual yaw rate, as well as the difference between the desired lateral rate and the actual lateral rate.
[0052] If the yaw rate difference is greater than the yaw rate threshold, and / or the lateral rate difference is greater than the lateral rate threshold, it can reflect that the rear wheels cannot turn normally when turning, proving that there is a road shoulder on the corresponding rear wheel turning side, and the third judgment result is yes.
[0053] If the difference in yaw rate is less than or equal to the yaw rate threshold, and the difference in lateral rate is less than or equal to the lateral rate threshold, then the rear wheel steering is determined to be normal steering and there is no shoulder. The third judgment result is no.
[0054] Step 10114: In response to the vehicle speed being lower than the vehicle speed threshold, the system receives alternating forward and reverse steering actions within a predetermined time period, determines the difference in output torque of the rear wheel motor corresponding to forward and reverse steering, and judges whether the difference in output torque of the rear wheel motor is greater than the torque threshold to obtain the fourth judgment result.
[0055] In practice, when the vehicle speed is below the speed threshold, the vehicle travels at low speed. During the turning process, the driver may alternately operate the steering wheel in the forward (i.e., clockwise) and reverse (i.e., counterclockwise) directions.
[0056] During forward and reverse operation, the difference in output torque of the rear wheel motor is calculated when the angle or speed is the same absolute value.
[0057] If the rear wheel collides with a curb, the torque difference will be greater than the torque threshold, indicating that there is a curb on the side with the larger output torque of the rear wheel motor (for example, if the output torque of the rear wheel motor is large in the forward direction, there is a curb on the right side of the rear wheel; if the output torque of the rear wheel motor is large in the forward direction, there is a curb on the left side of the rear wheel), and the fourth judgment result is yes.
[0058] If the rear wheels do not collide with the curb, and the torque difference is less than or equal to the torque threshold, the fourth judgment result is negative.
[0059] The judgment result includes at least one of the following: a first judgment result, a second judgment result, a third judgment result, and a fourth judgment result.
[0060] The above scheme provides four methods for determining whether the rear wheel steering has a curb, thus offering diverse options. Specifically, one can choose from the four methods according to actual needs, or choose one or more of them for comprehensive judgment.
[0061] In some embodiments, the process of determining the upper limit of the torque includes:
[0062] Step 1: Detect the drag distance of the front wheels when both front wheels are at the same turning angle and the same speed.
[0063] In specific implementation, under the condition that the two front wheels are at the same turning angle and the same speed, the driver output torque Mdriver detected by the torque sensor on the steering wheel is obtained; the output torque converted to the wheel end by the EPS power assist motor is obtained, which is output by the motor controller, and the corresponding output torque Meps of the motor controller can be directly detected; the rotational inertia Jwheel of the front wheel control system about the vertical axis is retrieved; and the angular acceleration α of the front wheel rotation is obtained.
[0064] The formula for calculating the front wheel resistance torque Mf is: Mf = Mdriver + Meps - Jwheel * α.
[0065] Step II: Obtain the load ratio between the front and rear wheels, multiply the load ratio by the drag distance, and then multiply by the safety factor to obtain the upper limit of the torque.
[0066] In practice, the load ratio K between the front and rear wheels can be obtained by inputting the corresponding rear wheel steering control curve formula according to the vehicle speed. Alternatively, the load ratio K calculated directly based on the vehicle speed can be corrected and adjusted by combining the speed change rate to obtain the final load ratio K between the front and rear wheels.
[0067] Thus, the upper limit of torque Mr Max The calculation formula is: Mr Max =K*Mf*g, where g is the safety factor (a calibration value greater than 1).
[0068] The above method can obtain an accurate resistance torque. This resistance torque is then multiplied by the load ratio of the front and rear wheels and the corresponding safety factor to obtain a more accurate upper limit value of torque. This ensures that the output motor torque of the rear wheel motor can be accurately judged based on the upper limit value of torque to obtain the first judgment result.
[0069] In some embodiments, the determination result further includes:
[0070] Step (1): Determine the first judgment value corresponding to the first judgment result, the second judgment value corresponding to the second judgment result, the third judgment value corresponding to the third judgment result, and the fourth judgment value corresponding to the fourth judgment result.
[0071] In specific implementation, if the first judgment result is yes, the corresponding first judgment value W is w1 (for example, 1), and if the first judgment result is no, the corresponding first judgment value W is w2 (for example, 0).
[0072] If the second judgment result is yes, the corresponding second judgment value X is x1 (e.g., 1); if the second judgment result is no, the corresponding second judgment value X is x2 (e.g., 0).
[0073] If the third judgment result is yes, the corresponding third judgment value Y is y1 (for example, 1); if the third judgment result is no, the corresponding third judgment value Y is y2 (for example, 0).
[0074] If the result of the fourth judgment is yes, the corresponding fourth judgment value Z is z1 (e.g., 1); if the result of the fourth judgment is no, the corresponding fourth judgment value Z is z2 (e.g., 0).
[0075] Step (2): The first judgment value, the second judgment value, the third judgment value and the fourth judgment value are weighted and summed to obtain the total judgment value.
[0076] In practice, the formula for calculating the total judgment value is a1*W+a2*X+a3*Y+a4*Z, where a1, a2, a3 and a4 are weight values, and a1+a2+a3+a4=1.
[0077] Step (3) determines whether the total judgment value is greater than the comprehensive threshold and obtains the comprehensive judgment result.
[0078] In practice, a corresponding comprehensive threshold is preset. If the total judgment value is greater than the comprehensive threshold, it proves that there is a collision between the rear wheel and the curb, and the comprehensive judgment result is yes. If the total judgment value is less than or equal to the comprehensive threshold, it proves that the rear wheel is steering normally and there is no collision with the curb, and the comprehensive judgment result is no. In this way, the comprehensive judgment result can be used as the judgment result to continue the process of step 102.
[0079] The above scheme integrates the results of the four methods for determining road shoulders, avoiding any inaccurate judgments and improving the accuracy of identifying whether the rear wheels have collided with the road shoulder.
[0080] In some embodiments, the wheel is the rear wheel; the process of monitoring the road shoulder mainly targets the rear wheel and is specifically applied to vehicles with active rear wheel steering control.
[0081] Step 102, which involves suppressing the steering angle of the wheel towards the target direction, includes:
[0082] Step 1021: Receive the target steering angle value of the rear wheel, and continuously select the minimum value from the target steering angle value and the target steering angle value of the previous cycle for rear wheel steering control.
[0083] In practice, to effectively suppress the target steering angle of the rear wheels while simultaneously enabling rear-wheel steering, the suppression method involves continuously taking the smaller of the currently received target steering angle and the target steering angle received in the previous cycle, and then controlling the rear-wheel steering based on the minimum value. This process continues until the rear wheels of the vehicle are confirmed to have cleared the collision with the curb, or until the minimum value is 0.
[0084] The above scheme, by continuously taking the smaller value between the currently received target steering angle and the target steering angle received in the previous cycle, performs rear wheel steering suppression processing, which ensures a smooth steering suppression process for the vehicle's rear wheels and avoids situations where excessive suppression leads to vehicle instability.
[0085] As a preferred embodiment, the suppression method can also be to reduce the target steering angle value of the rear wheel by a predetermined ratio or linearly.
[0086] In some embodiments, after step 102, the method further includes:
[0087] Step 103: Determine that the vehicle is driving normally and release the steering angle suppression of the wheels in the target direction.
[0088] In practice, if the steering angle of the wheels is continuously adjusted by means of steering angle suppression, and the collision between the wheels and the road shoulder is eliminated after the vehicle has made steering adjustments, the steering angle suppression process will be released, and the vehicle will return to the normal driving mode.
[0089] The above scheme ensures that by suppressing the turning angle of the wheels in the target direction, the wheels will no longer turn towards the shoulder, allowing the wheels to gradually move away from the shoulder and resume normal driving. Then the turning angle suppression is released, avoiding the need to continue the turning angle suppression process and affecting the normal driving of the vehicle.
[0090] In some embodiments, determining that the vehicle is driving normally in step 103 includes:
[0091] Step 1031: Integrate the wheel speed to obtain the effective driving distance. If the effective driving distance is greater than the distance threshold, determine that the vehicle is driving normally.
[0092] In practice, if a vehicle cannot move normally if its wheels collide with the shoulder, the effective driving distance of the vehicle will be determined by the integral calculation of the wheel speed after the cornering process. If the effective driving distance is greater than the distance threshold, it proves that the vehicle can move normally and the vehicle can be determined to have returned to normal driving status.
[0093] And / or, in step 1032, the actual yaw rate of the vehicle is integrated to obtain the vehicle rotation angle, and in response to the vehicle rotation angle being greater than the rotation angle threshold, it is determined that the vehicle is driving normally.
[0094] In practice, if a wheel collides with a curb, the vehicle will be blocked by the curb and will not be able to swing laterally. Therefore, after the process of corner suppression, the rotation angle of the vehicle will be determined by the integral calculation of the actual yaw rate. If the rotation angle is greater than the rotation angle threshold, it proves that the vehicle can swing normally and the vehicle can be determined to return to normal driving state.
[0095] The above solutions provide at least two methods for determining whether a vehicle can drive normally, addressing diverse needs and enabling the identification of normal vehicle operation from multiple perspectives. This avoids situations where inaccurate identification of normal vehicle operation leads to the failure to promptly release wheel angle inhibition, thus affecting the normal operation of the vehicle.
[0096] As a preferred embodiment, the specific way to determine whether the vehicle is driving normally can be by taking at least one of the above steps 10111 to 10114, or by taking steps (1) to (3). When the corresponding judgment result (first judgment result, second judgment result, third judgment result, fourth judgment result or comprehensive judgment result) is no, the vehicle is considered to be driving normally.
[0097] The vehicle steering control method of this application is described below with a specific embodiment. The execution process is as follows:
[0098] 1. Shoulder detection:
[0099] ① The resistance torque Mf of the entire front wheel control system when the front axle / front wheels are at the same steering angle and speed (i.e., both front wheels are at the same steering angle and speed) is calculated using the following formula:
[0100] Mf = Mdriver + Meps - Jwheel * α, where Mdriver is the driver output torque transferred to the wheel end (measured by the torque sensor on the steering wheel), Meps is the output torque transferred from the EPS power assist motor to the wheel end (output by the motor controller), Jwheel is the moment of inertia of the front wheel control system about the vertical axis, and α is the angular acceleration of the front wheel rotation.
[0101] Calculate the motor output torque limit Mr when the rear wheels are at the same rotation angle and speed (i.e., both rear wheels are at the same rotation angle and speed). Max The formula is:
[0102] Mr Max =K*Mf*g, where K is the front and rear wheel load ratio and g is the safety factor (a calibration value greater than 1).
[0103] The output motor torque Mr was detected to be greater than Mr when the rear wheels are at the same rotation angle and speed (i.e., both rear wheels are at the same rotation angle and speed). Max If the operation continues for a predetermined number of TBD cycles, it is determined that there is a road shoulder on the rear wheel steering side, and the first judgment value w of the corresponding first judgment result is set to 1.
[0104] ② If the difference between the target rear wheel angle and the actual rear wheel angle during the rear wheel steering process is greater than the tbd value (i.e., the angle difference threshold) and continues for a predetermined number of cycles, then it is determined that there is a road shoulder on the rear wheel steering side, and the second judgment value x of the corresponding second judgment result is set to 1.
[0105] ③ Based on design experience and table lookup, the inputs are vehicle speed and front wheel steering angle, and the outputs are desired yaw rate and desired lateral rate. The vehicle is equipped with an acceleration sensor and a yaw rate sensor. The yaw rate sensor can detect the actual yaw rate of the vehicle in real time, and the actual lateral rate is determined based on the acceleration and steering angle detected by the acceleration sensor. The difference between the desired yaw rate and the actual yaw rate, and the difference between the desired lateral rate and the actual lateral rate are calculated. If either value exceeds the design threshold (i.e., the yaw rate difference is greater than the yaw rate threshold, and / or the lateral rate difference is greater than the lateral rate threshold), then the rear wheel steering side is determined to have a curb, and the corresponding third judgment value y of the third judgment result is set to 1.
[0106] ④ When the vehicle speed is lower than the vehicle speed threshold, if the driver continuously turns the steering wheel in the forward direction and then in the reverse direction within a predetermined time, the difference in the output torque of the rear wheel motor corresponding to the forward and reverse directions is calculated when the absolute values of the angle or the absolute values of the speed are the same. If the torque difference is greater than the torque threshold, then there is a road shoulder on the side with the larger output torque, and the fourth judgment value z of the corresponding fourth judgment result is set to 1.
[0107] The total judgment value is calculated as a1*w + a2*x + a3*y + a4*z, where a1 to a4 are the weight percentages of each item. The percentages of each item are determined by real-vehicle experience, ensuring that a1 + a2 + a3 + a4 = 1.
[0108] When the total judgment value of the corresponding shoulder is greater than the comprehensive threshold, it can be determined that the rear wheels of the vehicle have encountered the shoulder, and the corresponding comprehensive judgment result is yes.
[0109] 2. Corner suppression:
[0110] Once the road shoulder is detected in step 1, the rear wheel steering angle is suppressed towards that target direction based on the determined target direction of the road shoulder relative to the rear wheels. Specifically:
[0111] The system continuously calculates the minimum target angle value received in the current cycle compared to the target angle value received in the previous cycle, and performs rear wheel steering control based on the minimum value. This process continues until the minimum value is 0.
[0112] 3. Release corner suppression:
[0113] After the cornering suppression is activated in step 2, the effective driving distance of the vehicle is calculated based on the integral of the rear wheel speed, and the rotation angle of the vehicle is calculated based on the integral of the actual yaw rate. When the effective driving distance of the vehicle is greater than the distance threshold or the rotation angle of the vehicle is greater than the rotation angle threshold, the cornering suppression in step 2 is released, and the process of detecting the road shoulder in step 1 is resumed.
[0114] In summary, no additional hardware configuration is required. The vehicle's own hardware can identify whether the rear wheels are colliding with the curb. Once a collision with the curb is confirmed, a steering angle suppression process is executed to protect the rear wheels and the rear wheel steering system.
[0115] As a specific extended embodiment, the specific implementation process for determining the load ratio value of the front and rear wheels corresponding to step II above (i.e., the target rear wheel steering control amount representing the ratio of the front and rear wheel steering angles) is as follows:
[0116] Step 201: Determine the rate of change of the vehicle's speed.
[0117] In practice, this rate of change of speed is used to characterize the trend of speed change. The rate of change of speed can be positive (indicating acceleration), negative (indicating deceleration), or 0 (indicating constant speed). This rate of change of speed can be calculated from the vehicle speed curve, obtained using an acceleration sensor, or obtained by correcting and adjusting the above-mentioned rate of change of speed according to the vehicle's driving conditions.
[0118] Step 202: Determine the original rear wheel steering control value based on the vehicle speed, and use the speed change rate to correct and adjust the original rear wheel steering control value to obtain the target rear wheel steering control value.
[0119] In practice, the vehicle speed is first determined. When the vehicle is in driving condition, the average of the two lower wheel speeds is taken as the vehicle speed, and when the vehicle is in braking condition, the average of the two higher wheel speeds is taken as the vehicle speed.
[0120] The vehicle's control system includes a primary rear-wheel steering control module. This module contains a rear-wheel steering control curve. By inputting the vehicle speed into the primary rear-wheel steering control module, the primary rear-wheel steering control value can be calculated based on the curve. Alternatively, this module may contain a rear-wheel steering control table, from which the primary rear-wheel steering control value corresponding to the vehicle speed can be directly retrieved. This primary rear-wheel steering control value includes the initially calculated front and rear wheel steering angle control ratios.
[0121] If the corresponding rate of change of speed deviates significantly from 0, it indicates a large speed change, resulting in a larger correction to the original rear-wheel steering control value. Consequently, the target rear-wheel steering control value obtained after correction will tend to be stable. This target rear-wheel steering control value includes the final front and rear wheel steering angle control ratio.
[0122] Step 203: Perform rear wheel steering control according to the target rear wheel steering control amount.
[0123] In practice, if the target rear wheel steering control quantity is the front and rear wheel angle control ratio, the angle that the vehicle needs to turn can be determined based on the steering signal received from the steering wheel. Then, the rear wheel angle is calculated based on the front and rear wheel angle control ratio in the target rear wheel steering control quantity, and the rear wheel steering is controlled based on the rear wheel angle.
[0124] The above method determines the vehicle's speed change rate, which characterizes the changes in vehicle speed. After determining the initial rear-wheel steering control value based on the vehicle speed, since this initial rear-wheel steering control value may be affected by changes in vehicle speed and therefore may deviate, it is necessary to use the speed change rate to correct it. This makes the obtained target rear-wheel steering control value more accurate and better able to adapt to changes in vehicle speed. In this way, the rear-wheel steering can be accurately controlled based on the target rear-wheel steering control value, ensuring the stability of vehicle driving.
[0125] In some embodiments, step 201 includes:
[0126] Step 2011: Obtain the vehicle speed and determine the acceleration (e.g., dVcomp) based on the vehicle speed.
[0127] In practice, the acceleration (e.g., dVcomp) can be directly used as the rate of change of velocity for subsequent steps 202 and 203. However, the acceleration (e.g., dVcomp) may deviate from the normal range due to being too large or too small. Therefore, in order to further normalize the acceleration (e.g., dVcomp), the following steps 2012 to 2014 will be performed.
[0128] Step 2012: Obtain the upper limit of acceleration (e.g., dVDmax) and the lower limit of acceleration (e.g., dVBmin).
[0129] In practice, the upper limit of acceleration (e.g., dVDmax) and the lower limit of acceleration (e.g., dVBmin) can be preset according to the actual situation of the vehicle, or they can be calculated according to the vehicle speed under different operating conditions.
[0130] Step 2013: Determine the upper limit of the acceleration and the lower limit of the acceleration.
[0131] In practice, the acceleration (e.g., dVcomp) is compared with the upper limit of acceleration (e.g., dVDmax), and the lowest value is selected (e.g., min(dVDmax, dVcomp)).
[0132] Step 2014: Determine the maximum value between the minimum value and the lower limit of acceleration. ， As the rate of change of velocity.
[0133] In practice, this minimum value is compared with the lower limit of acceleration (e.g., dVBmin), and the maximum value is selected as the rate of change of velocity. The resulting rate of change of velocity is within the normal range (e.g., [dVBmin, dVDmax]), and subsequent steps 202 to 203 are performed based on this rate of change of velocity.
[0134] The above scheme can be used to correct the obtained acceleration using the upper and lower acceleration limits, ensuring that the final rate of change of speed conforms to the normal range from the lower to the upper acceleration limit, thus avoiding situations where the rate of change of speed is too large or too small, which would affect the subsequent rear wheel steering control.
[0135] In some embodiments, step 2011 includes:
[0136] Step 20111: Differentiate the vehicle speed to obtain the initial acceleration.
[0137] In practice, the vehicle speed can be differentiated based on the obtained speed. However, the initial acceleration obtained by differentiation is not accurate enough. Therefore, a second-order filter is needed to smooth the initial acceleration obtained by differentiation in order to obtain a more accurate initial acceleration.
[0138] Step 20112: Obtain the sensor value detected by the accelerometer.
[0139] In practice, the vehicle is equipped with one or more acceleration sensors to detect its acceleration. If there is only one acceleration sensor, its detected acceleration result is directly used as the sensor value. If there are multiple acceleration sensors, the average of the detected acceleration results is calculated as the sensor value. If there are more than four acceleration sensors, the maximum and minimum values are removed from at least four detected acceleration results, and then the average is calculated as the sensor value.
[0140] Step 20113: In response to the sensor value being greater than or equal to a sensor threshold, the smaller of the absolute value of the sensor value and the absolute value of the initial acceleration is compared as the acceleration.
[0141] In practice, if the sensor value is greater than or equal to the sensor threshold, it indicates that the sensor value may be too large. Therefore, it is necessary to compare the absolute values of the sensor value and the initial acceleration, and select the smaller value as the acceleration. This will result in a more accurate acceleration.
[0142] Alternatively, in step 20114, in response to the sensor value being less than a sensor threshold, the sensor value is used as the acceleration.
[0143] In practice, if the sensor value is less than the sensor threshold, it proves that the sensor value is within the normal range and the sensor value is relatively accurate, so the sensor value is selected as the acceleration.
[0144] By using the above method, the initial acceleration calculated from the vehicle speed and the sensor value detected by the acceleration sensor can be compared. The one that is closest to the true value can be selected as the acceleration, ensuring that the selected acceleration is more accurate.
[0145] In some embodiments, the process of determining the upper limit of acceleration includes:
[0146] Step A1: Under driving conditions, obtain the wheel driving force (e.g., FD), drag constant (e.g., K), transmission efficiency factor (e.g., B), vehicle mass (e.g., m), and gradient acceleration (e.g., a). slope ).
[0147] Step A2: Multiply the drag constant by the square of the vehicle speed to obtain a first product (e.g., K*V2).
[0148] Step A3: Subtract the first product from the wheel driving force to obtain the first power (e.g., FD - K * V). 2 ).
[0149] Step A4: Multiply the first power by the transmission efficiency factor, and then divide by the total vehicle mass to obtain the first acceleration value (e.g., (FD - K * V)). 2 )*B / m).
[0150] Step A5: Subtract the slope acceleration from the first acceleration value to obtain the initial upper limit value (e.g., (FD-K*V)). 2 )*B / ma slope ).
[0151] Step A6, compare the larger value between the initial upper limit value and the first set value (e.g., 0) (e.g., max(0, [(FD-K*V))). 2 )*B / ma slope ])), as the upper limit value of the acceleration.
[0152] The above scheme provides an upper limit for acceleration obtained through steps A1 to A5 under driving conditions. This upper limit is the maximum acceleration that the vehicle can achieve within the normal range. The obtained upper limit for acceleration is more closely matched to the vehicle itself, ensuring the accuracy of the upper limit for acceleration.
[0153] In some embodiments, the process of determining the lower limit of acceleration includes:
[0154] Step B1: Under braking conditions, obtain the wheel braking force (e.g., FB), drag constant (e.g., K), transmission efficiency factor (e.g., B), vehicle mass (e.g., m), and gradient acceleration (e.g., a). slope ).
[0155] Step B2, the drag constant is multiplied by the square of the vehicle speed to obtain a second product (e.g., K*V). 2 ).
[0156] Step B3: The second force is obtained by adding the wheel braking force to the second product (e.g., FB + K * V). 2 ).
[0157] Step B4: Multiply the second power by the transmission efficiency factor and then divide by the total vehicle mass to obtain the second acceleration value (e.g., (FB + K * V)). 2 )*B / m).
[0158] Step B5: Use the second acceleration value plus the slope acceleration to obtain the initial lower limit value (e.g., (FB + K * V)). 2 )*B / m+a slope ).
[0159] Step B6, take the smaller value between the initial lower limit value and the second set value (e.g., 0) (e.g., min(0, [(FB+K*V))). 2 )*B / m+a slope ])), as the lower limit value of the acceleration.
[0160] Through the above scheme, the lower limit of acceleration obtained by using steps B1 to B5 under braking conditions is the minimum acceleration that the vehicle can achieve within the normal range. The obtained lower limit of acceleration is more in line with the vehicle itself, ensuring the accuracy of the lower limit of acceleration.
[0161] In some embodiments, after step 201, the method further includes:
[0162] Step 201': Determine the vehicle speed, retrieve the corrected speed change rate corresponding to the vehicle speed and the speed change rate, and replace the speed change rate with the corrected speed change rate.
[0163] In practice, to increase the accuracy of the rate of change of speed, a table of each vehicle speed and the corresponding corrected rate of change of speed will be stored in advance.
[0164] Specifically, this table shows the values of vehicle speed, the columns for the rate of change of speed, and the content for the corresponding corrected rate of change of speed. Alternatively, the table could also show the values of the rate of change of speed, the columns for the vehicle speed, and the content for the corresponding corrected rate of change of speed.
[0165] The above method provides a more accurate correction of the rate of change of speed based on vehicle speed and the rate of change of speed, thus avoiding the inaccuracy of the original rate of change of speed.
[0166] In some embodiments, step 202 includes:
[0167] Step 2021: Obtain the speed correction value of the previous cycle, and correct the speed correction value of the previous cycle using the speed change rate to obtain the current speed correction value.
[0168] In practice, the speed correction value V of the previous cycle T-1 T-1 Yes: The velocity correction value V for period T-2 T-2 Add the rate of change of velocity dVcor over one period T-1 T-1 The initial value for the speed correction is the speed value detected by the speed sensor when the vehicle departs.
[0169] Thus, the current speed correction value V T The calculation formula is: V T =V T-1 +dVcor T .
[0170] Step 2022: Determine the first rear wheel steering control amount corresponding to the current speed correction value, and the second rear wheel steering control amount after correcting the original rear wheel steering control amount using the correction relationship factor.
[0171] In practice, the rear wheel steering control curve formula Ratio=f(V) is stored in advance, where V is the vehicle speed, f() is the rear wheel steering control curve function, and Ratio is the front and rear wheel steering angle control ratio.
[0172] Current speed correction value V T The first rear wheel steering control quantity (e.g., f(V)) is obtained by inputting V into the rear wheel steering control curve formula. T The corresponding correction factor (e.g., G(dV), where G() is the correction function, and the larger the absolute value of dV, the smaller G(dV)) can be determined based on the rate of change of speed (e.g., dV). Then the second rear wheel steering control quantity (e.g., G(dV)*f(V)) can be calculated.
[0173] As a preferred embodiment, the rear wheel steering control curve formula Ratio=f(V) is divided into the following cases:
[0174] (1) The rear wheel steering control curve at low speeds (e.g., vehicle speed V < 40 km / h):
[0175] Ratio = -k*(1-V / V) low ), where k is the proportionality coefficient less than or equal to 1, V is the vehicle speed, V low This refers to the maximum speed limit for vehicles traveling at low speeds.
[0176] Rear wheel steering angle direction: opposite to the front wheel (reverse steering); Purpose: to reduce the turning radius, improve vehicle maneuverability, and facilitate parking and low-speed turning; Curve characteristics: as the vehicle speed increases, the rear wheel steering angle gradually decreases.
[0177] (2) When driving at medium speeds (e.g., vehicle speed 40km / h ≤ V < 80km / h), the rear wheel steering control curve is as follows:
[0178] Ratio=k*(VV min ) / (V mid -V min ), where k is the proportionality coefficient less than or equal to 1, V is the vehicle speed, V min V is the lower limit of vehicle speed under medium-speed driving conditions. mid This represents the upper limit for medium-speed driving.
[0179] Rear wheel steering angle direction: gradually transitions to the same direction as the front wheels (same-direction steering); Purpose: to improve vehicle stability and reduce the risk of sideslip; Curve characteristics: the rear wheel steering angle gradually changes from reverse steering to zero, and then transitions to same-direction steering.
[0180] (3) When driving at high speed (e.g., vehicle speed V≥80km / h), the rear wheel steering control curve is as follows:
[0181] Ratio = k * V / V max Where k is the proportionality coefficient less than or equal to 1, V is the vehicle speed, and V max This is the vehicle's maximum design speed.
[0182] Rear wheel steering angle direction: same as the front wheels (same direction steering); Purpose: to improve stability at high speeds and reduce body roll and yaw; Curve characteristics: the rear wheel steering angle gradually increases with vehicle speed, but the increase is small.
[0183] Step 2023: In response to determining that the original rear wheel steering control amount is greater than or equal to a set limit, the minimum value between the first rear wheel steering control amount and the second rear wheel steering control amount is selected as the target rear wheel steering control amount.
[0184] In practice, the corresponding set limit is generally set to 0. The original rear wheel steering control value (e.g., Ratio) ≥ the set limit of 0, indicating that the front and rear wheel steering angles are in the same direction. In this case, in order to balance the front and rear wheel steering angles, the minimum value between the first rear wheel steering control value and the second rear wheel steering control value obtained in step 2022 above (e.g., min(f(V)) will be selected) T ), G(dV)*f(V))).
[0185] Alternatively, in step 2024, in response to the original rear wheel steering control amount being less than the set limit, the maximum value between the first rear wheel steering control amount and the second rear wheel steering control amount is selected as the target rear wheel steering control amount.
[0186] In practice, if the original rear wheel steering control value (e.g., Ratio) is less than the set limit of 0, it indicates that the front and rear wheel steering angles are in opposite directions. In this case, to avoid an imbalance caused by an excessive difference in the front wheel steering angles, the maximum value between the first and second rear wheel steering control values obtained in step 2022 above (e.g., min(f(V)) will be selected) T ), G(dV)*f(V))).
[0187] The above scheme can be used to correct the speed correction value obtained in the previous cycle by using the obtained speed change rate, so as to ensure that the current speed correction value is more accurate. In addition, the scheme of this embodiment will also reasonably select from the obtained first rear wheel steering control value and second rear wheel steering control value according to the magnitude of the original rear wheel steering control value, which can effectively ensure the stability of vehicle driving.
[0188] In some embodiments, during the execution of step 203, the method further includes:
[0189] Step 2031: In response to the activation of at least one of a traction control function (e.g., TCS), an anti-lock braking function (e.g., ABS), and a dynamic control function (e.g., VDC), during the activation period, rear wheel steering control is continuously performed using the target rear wheel steering control amount corresponding to the activation time point.
[0190] In practice, activation of any of the functions—traction control, anti-lock braking system (ABS), and dynamic control—can cause sudden changes in vehicle speed. Therefore, the rate of speed change determined during activation is inaccurate, leading to inaccurate target rear-wheel steering control values based on this rate of change. To avoid this, the target rear-wheel steering control value corresponding to the activation time is frozen during activation. It is not recalculated, and the target rear-wheel steering control value corresponding to the activation time is maintained during activation, ensuring the vehicle is unaffected by sudden speed changes and can perform normal rear-wheel steering control.
[0191] Step 2032: Determine the predetermined duration after activation ends or after activation ends, and redetermine the target rear wheel steering control amount to perform rear wheel steering control.
[0192] In practice, after the aforementioned triggered function is activated and ends, or after a predetermined period of time following the end of activation, a new target rear-wheel steering control value can be determined by re-following the implementation process of steps 201 and 202. The vehicle can then be controlled to recover to the new target rear-wheel steering control value based on the calibrated slope, starting from the target rear-wheel steering control value obtained at the activation time point.
[0193] Continue with rear-wheel steering control.
[0194] Among them, the time period after the statistical activation ends (e.g., 0.1s, 0.2s, or 0.3s) is used as a predetermined duration after a predetermined number of time periods; or a certain period of time (e.g., 1s) is set as a predetermined duration.
[0195] Since the rate of change of speed may still be relatively large after the activation ends, this embodiment prefers to redetermine the target rear wheel steering control amount after a predetermined time after the activation ends.
[0196] By employing the above scheme, once any of the functions that are prone to sudden changes in vehicle speed—such as traction control, anti-lock braking, and dynamic control—is activated, the target rear wheel steering control quantity corresponding to the activation time point is used to control the rear wheel steering. This ensures that the rear wheel steering of the vehicle is not affected by sudden changes in vehicle speed, allowing the rear wheel steering of the vehicle to operate accurately and smoothly.
[0197] It should be noted that the method in this embodiment can be executed by a single device, such as a computer or server. The method can also be applied in a distributed scenario, where multiple devices cooperate to complete the task. In such a distributed scenario, one of these devices may execute only one or more steps of the method in this embodiment, and the multiple devices will interact with each other to complete the method described.
[0198] It should be noted that the above description describes some embodiments of this application. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recorded in the claims can be performed in a different order than that shown in the above embodiments and still achieve the desired result. Furthermore, the processes depicted in the drawings do not necessarily require a specific or sequential order to achieve the desired result. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.
[0199] Based on the same inventive concept, corresponding to any of the above embodiments, this application also provides a vehicle steering control device.
[0200] refer to Figure 2 The device includes:
[0201] The shoulder detection module 21 is configured to determine whether the wheels have moved to the shoulder and obtain the detection result.
[0202] The cornering suppression module 22 is configured to, in response to the determination result being yes, determine the target direction of the road shoulder relative to the wheel, and suppress the cornering of the wheel toward the target direction.
[0203] In some embodiments, the wheel is a rear wheel; the shoulder determination module 21 is specifically configured as follows:
[0204] During the steering control of the rear wheels, the presence of a road shoulder is detected, and a judgment result is obtained.
[0205] In some embodiments, the shoulder determination module 21 includes at least one of the following:
[0206] The first judgment unit is configured to detect the output motor torque of the rear wheel motor when the two rear wheels are at the same turning angle and the same speed, and to determine whether the output motor torque is greater than the upper limit value of the torque, and to obtain the first judgment result.
[0207] The second judgment unit is configured to determine the angle difference between the target angle of the rear wheel and the actual angle of the rear wheel, determine whether the angle difference is greater than the angle difference threshold, and obtain the second judgment result;
[0208] The third judgment unit is configured to detect the difference between the expected yaw rate and the actual yaw rate, and the difference between the expected lateral rate and the actual lateral rate, and to determine whether at least one of the yaw rate difference and the lateral rate difference exceeds the corresponding design threshold, thereby obtaining the third judgment result.
[0209] The fourth judgment unit is configured to receive alternating forward and reverse steering actions within a predetermined time period when the vehicle speed is lower than the vehicle speed threshold, determine the difference in output torque of the rear wheel motor corresponding to forward steering and reverse steering, determine whether the difference in output torque of the rear wheel motor is greater than the torque threshold, and obtain the fourth judgment result.
[0210] The judgment result includes at least one of the following: a first judgment result, a second judgment result, a third judgment result, and a fourth judgment result.
[0211] In some embodiments, the first determination unit is specifically configured as follows:
[0212] The resistance torque of the front wheels is measured when both front wheels are at the same turning angle and the same speed.
[0213] Obtain the load ratio between the front and rear wheels, multiply the load ratio by the drag distance, and then multiply by the safety factor to obtain the upper limit of the torque.
[0214] In some embodiments, the shoulder determination module 21 further includes a comprehensive determination unit, configured as follows:
[0215] Determine a first judgment value corresponding to the first judgment result, a second judgment value corresponding to the second judgment result, a third judgment value corresponding to the third judgment result, and a fourth judgment value corresponding to the fourth judgment result;
[0216] The first judgment value, the second judgment value, the third judgment value and the fourth judgment value are weighted and summed to obtain the total judgment value;
[0217] Determine whether the total judgment value is greater than the comprehensive threshold to obtain the comprehensive judgment result.
[0218] In some embodiments, the wheel is a rear wheel; the steering angle suppression module 22 is specifically configured to:
[0219] The target steering angle value of the rear wheel is received, and the minimum value between the target steering angle value and the target steering angle value of the previous cycle is continuously selected for rear wheel steering control.
[0220] In some embodiments, the apparatus further includes: a corner suppression release module, configured to:
[0221] Once it is confirmed that the vehicle is driving normally, the steering angle suppression of the wheels in the target direction is released.
[0222] In some embodiments, the corner suppression release module is specifically configured as follows:
[0223] The effective driving distance is obtained by integrating the wheel speed. If the effective driving distance is greater than a distance threshold, it is determined that the vehicle is driving normally.
[0224] And / or,
[0225] The vehicle's actual yaw rate is integrated to obtain the vehicle's rotation angle. If the vehicle's rotation angle is greater than a rotation angle threshold, the vehicle is determined to be driving normally.
[0226] For ease of description, the above devices are described in terms of function, divided into various modules. Of course, in implementing this application, the functions of each module can be implemented in one or more software and / or hardware.
[0227] The apparatus of the above embodiments is used to implement the corresponding method in any of the foregoing embodiments and has the beneficial effects of the corresponding method embodiments, which will not be repeated here.
[0228] Based on the same inventive concept, corresponding to the methods of any of the above embodiments, this application also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the methods described in any of the above embodiments.
[0229] Figure 3 This embodiment illustrates a more specific hardware structure of an electronic device, which may include a processor 1010, a memory 1020, an input / output interface 1030, a communication interface 1040, and a bus 1050. The processor 1010, memory 1020, input / output interface 1030, and communication interface 1040 are interconnected internally via the bus 1050.
[0230] The processor 1010 can be implemented using a general-purpose CPU (Central Processing Unit), microprocessor, application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided in the embodiments of this specification.
[0231] The memory 1020 can be implemented in the form of ROM (Read Only Memory), RAM (Random Access Memory), static storage device, dynamic storage device, etc. The memory 1020 can store the operating system and other applications. When the technical solutions provided in the embodiments of this specification are implemented by software or firmware, the relevant program code is stored in the memory 1020 and is called and executed by the processor 1010.
[0232] The input / output interface 1030 is used to connect input / output modules to realize information input and output. Input / output modules can be configured as components within the device (not shown in the figure) or externally connected to the device to provide corresponding functions. Input devices may include keyboards, mice, touchscreens, microphones, various sensors, etc., while output devices may include displays, speakers, vibrators, indicator lights, etc.
[0233] The communication interface 1040 is used to connect a communication module (not shown in the figure) to enable communication between this device and other devices. The communication module can communicate via wired means (such as USB, Ethernet cable, etc.) or wireless means (such as mobile network, WIFI, Bluetooth, etc.).
[0234] Bus 1050 includes a pathway for transmitting information between various components of the device, such as processor 1010, memory 1020, input / output interface 1030, and communication interface 1040.
[0235] It should be noted that although the above-described device only shows the processor 1010, memory 1020, input / output interface 1030, communication interface 1040, and bus 1050, in specific implementations, the device may also include other components necessary for normal operation. Furthermore, those skilled in the art will understand that the above-described device may only include the components necessary for implementing the embodiments of this specification, and not necessarily all the components shown in the figures.
[0236] The electronic devices described above are used to implement the corresponding methods in any of the foregoing embodiments and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.
[0237] Based on the same inventive concept, corresponding to the methods of any of the above embodiments, this application also provides a non-transitory computer-readable storage medium that stores computer instructions for causing the computer to perform the methods described in any of the above embodiments.
[0238] The computer-readable medium of this embodiment includes permanent and non-permanent, removable and non-removable media, and information storage can be implemented by any method or technology. Information can be computer-readable instructions, data structures, program modules, or other data. Examples of computer storage media include, but are not limited to, phase-change memory (PRAM), static random-access memory (SRAM), dynamic random-access memory (DRAM), other types of random-access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technologies, compact disc read-only memory (CD-ROM), digital video disc (DVD) or other optical storage, magnetic tape, magnetic magnetic disk storage or other magnetic storage devices, or any other non-transfer medium that can be used to store information accessible by a computing device.
[0239] The computer instructions stored in the storage medium of the above embodiments are used to cause the computer to perform the methods described in any of the above embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.
[0240] Based on the same concept, corresponding to any of the above embodiments, this application also provides a computer program product, including computer program instructions, which, when run on a computer, cause the computer to perform the method described in any of the above embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.
[0241] Based on the same inventive concept, this application also provides a vehicle including the device or electronic device described in the above embodiments. The beneficial effects of embodiments having corresponding devices or electronic devices will not be elaborated further here.
[0242] It is understood that before using the technical solutions of the various embodiments in this application, users will be informed of the type, scope of use, and usage scenarios of the personal information involved in an appropriate manner, and user authorization will be obtained.
[0243] For example, upon receiving a user's active request, a prompt message is sent to the user to explicitly inform them that the requested operation will require the acquisition and use of the user's personal information. This allows the user to independently choose, based on the prompt message, whether to provide personal information to the software or hardware such as electronic devices, applications, servers, or storage media performing the operations described in this application.
[0244] As an optional but not limited implementation, in response to a user's active request, sending a prompt message to the user can be done via a pop-up window, where the prompt message can be presented in text format. Furthermore, the pop-up window can also include a selection control allowing the user to choose "agree" or "disagree" to provide personal information to the electronic device.
[0245] It is understood that the above notification and user authorization process is merely illustrative and does not limit the implementation of this application. Other methods that comply with relevant laws and regulations may also be applied to the implementation of this application.
[0246] Those skilled in the art should understand that the discussion of any of the above embodiments is merely exemplary and is not intended to imply that the scope of this application (including the claims) is limited to these examples; within the framework of this application, the technical features of the above embodiments or different embodiments can also be combined, the steps can be implemented in any order, and there are many other variations of different aspects of the embodiments of this application as described above, which are not provided in the details for the sake of brevity.
[0247] Additionally, to simplify the description and discussion, and to avoid obscuring the embodiments of this application, the well-known power / ground connections to integrated circuit (IC) chips and other components may or may not be shown in the provided drawings. Furthermore, the apparatus may be shown in block diagram form to avoid obscuring the embodiments of this application, and this also takes into account the fact that the details of the implementation of these block diagram apparatuses are highly dependent on the platform on which the embodiments of this application will be implemented (i.e., these details should be fully understood by those skilled in the art). While specific details (e.g., circuits) have been set forth to describe exemplary embodiments of this application, it will be apparent to those skilled in the art that the embodiments of this application can be implemented without these specific details or with variations thereof. Therefore, these descriptions should be considered illustrative rather than restrictive.
[0248] Although this application has been described in conjunction with specific embodiments thereof, many substitutions, modifications, and variations of these embodiments will be apparent to those skilled in the art from the foregoing description. For example, other memory architectures (e.g., dynamic RAM (DRAM)) may be used with the embodiments discussed.
[0249] The embodiments of this application are intended to cover all such substitutions, modifications, and variations that fall within the broad scope of the appended claims. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the embodiments of this application should be included within the protection scope of this application.
Claims
1. A vehicle steering control method, characterized in that, include: Determine whether the wheel has moved to the shoulder and obtain the determination result, wherein the wheel is the rear wheel; In response to the determination result being yes, the target direction of the road shoulder relative to the wheel is determined, and the wheel is turned in the target direction to be suppressed; The method of suppressing the turning angle of the wheel towards the target direction includes: The target steering angle value of the rear wheel is received, and the minimum value between the target steering angle value and the target steering angle value of the previous cycle is continuously selected for rear wheel steering control.
2. The method according to claim 1, characterized in that, The wheel is the rear wheel; The process of determining whether the wheel has moved to the shoulder and obtaining the determination result includes: During the steering control of the rear wheels, the presence of a road shoulder is detected, and a judgment result is obtained.
3. The method according to claim 2, characterized in that, The determination result obtained by detecting whether the rear wheel steering has a curb includes at least one of the following: The output motor torque of the rear wheel motor is detected when both rear wheels are at the same turning angle and the same speed. It is then determined whether the output motor torque is greater than the upper limit value of the torque, and a first determination result is obtained. Determine the angle difference between the target angle of the rear wheel and the actual angle of the rear wheel, and determine whether the angle difference is greater than the angle difference threshold to obtain a second judgment result; The difference between the expected yaw rate and the actual yaw rate, and the difference between the expected lateral rate and the actual lateral rate are detected. It is then determined whether at least one of the yaw rate difference and the lateral rate difference exceeds the corresponding design threshold, and a third judgment result is obtained. In response to a vehicle speed below a vehicle speed threshold, the system receives alternating forward and reverse steering actions within a predetermined time period, determines the difference in output torque of the rear wheel motor corresponding to forward and reverse steering, and judges whether the difference in output torque of the rear wheel motor is greater than a torque threshold to obtain a fourth judgment result. The judgment result includes at least one of the following: a first judgment result, a second judgment result, a third judgment result, and a fourth judgment result.
4. The method according to claim 3, characterized in that, The process for determining the upper limit value of the torque includes: The resistance torque of the front wheels is measured when both front wheels are at the same steering angle and the same speed. Obtain the load ratio between the front and rear wheels, multiply the load ratio by the resistance torque, and then multiply by the safety factor to obtain the upper limit of the torque.
5. The method according to claim 3, characterized in that, The judgment result also includes: Determine a first judgment value corresponding to the first judgment result, a second judgment value corresponding to the second judgment result, a third judgment value corresponding to the third judgment result, and a fourth judgment value corresponding to the fourth judgment result; The first judgment value, the second judgment value, the third judgment value and the fourth judgment value are weighted and summed to obtain the total judgment value; Determine whether the total judgment value is greater than the comprehensive threshold to obtain the comprehensive judgment result.
6. The method according to claim 1, characterized in that, After suppressing the steering angle of the wheel towards the target direction, the method further includes: Once it is confirmed that the vehicle is driving normally, the steering angle suppression of the wheels in the target direction is released.
7. The method according to claim 6, characterized in that, The determination that the vehicle is operating normally includes: The effective driving distance is obtained by integrating the wheel speed. If the effective driving distance is greater than a distance threshold, it is determined that the vehicle is driving normally. And / or, The vehicle's actual yaw rate is integrated to obtain the vehicle's rotation angle. If the vehicle's rotation angle is greater than a rotation angle threshold, the vehicle is determined to be driving normally.
8. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the computer program, it implements the method as described in any one of claims 1 to 7.
9. A vehicle, characterized in that, Includes the electronic device as described in claim 8.