Vehicle control method, storage medium, program product, electronic device, and vehicle

Abstract

The invention discloses a vehicle control method, a storage medium, a program product, an electronic device and a vehicle, a second wheel is controlled to deflect in the direction opposite to the deviation direction of a first wheel under the condition that the first wheel is always deviated within a first set time, and the first wheel and the second wheel are coaxially arranged. Therefore, when the direction of the wheel deviates due to the impact of external force, the steering stability of the wheel is maintained by correcting the direction of the other wheel, so that the synchronization between the split type left wheel and the split type right wheel is realized.

Description

Technical Field

[0001] The present invention relates to the field of intelligent vehicle technology, and in particular to a vehicle control method, storage medium, program product, electronic equipment and vehicle. Background Art

[0002] Currently, an increasing number of vehicles are using steer-by-wire systems. These systems eliminate the mechanical connection between the steering wheel and the steering gear. Instead, they use sensors to obtain steering wheel angle data and, based on this data, control the steering motor to output steering torque to the steering gear, thereby driving the vehicle. However, current steer-by-wire systems primarily utilize an integrated design and only support synchronized control between the steering wheel and wheels. Summary of the Invention

[0003] The present invention aims to address at least one of the technical problems existing in the prior art. To this end, the present invention provides a vehicle control method, storage medium, program product, electronic device, and vehicle. This solution controls a second wheel to deflect in the opposite direction of the first wheel's deviation if the first wheel remains deflected for a set time. The first and second wheels are coaxially arranged. In this way, when a wheel deflects due to an external force, the direction of the other wheel is corrected, maintaining steering stability.

[0004] To achieve the above objectives, this application adopts the following technical solutions:

[0005] In a first aspect, the present application provides a vehicle control method, comprising: when a first wheel is always in a state of deviation within a first set time, controlling a second wheel to deflect in a direction opposite to the deviation of the first wheel, the first wheel and the second wheel being coaxially arranged.

[0006] In this way, when a wheel deviates from its direction due to an external force, the direction of the other wheel is corrected to maintain the steering stability of the wheel, thereby achieving synchronization between the split left and right wheels.

[0007] In some embodiments of the present application, controlling the second wheel to deflect in the opposite direction of deviation from the first wheel includes: controlling the second wheel to deflect in the opposite direction of deviation from the first wheel by a target angle value; the target angle value is equal to the deviation angle value of the first wheel.

[0008] In some embodiments of the present application, the deviation angle value is a difference between an actual angle of the first wheel and a target angle, and the target angle is determined based on a steering wheel angle.

[0009] In some embodiments of the present application, the method further includes: determining the target angle based on a pre-stored mapping relationship between the steering wheel angle and the target angle.

[0010] In some embodiments of the present application, the method further includes: determining whether the first wheel deviates.

[0011] In some embodiments of the present application, determining whether the first wheel has deviated includes: determining whether the first wheel has deviated based on whether the first wheel is in an abnormal state, where the abnormal state is used to indicate that the first wheel is in an abnormal driving state.

[0012] In some embodiments of the present application, determining whether the first wheel has deviated includes: if the actual angle of the first wheel is different from the target angle, determining that the first wheel has deviated; if the actual angle of the first wheel is the same as the target angle, determining that the first wheel has not deviated.

[0013] In some embodiments of the present application, the method further includes: when the second wheel is always in the state of deviation within a second set time, controlling the first wheel to deflect in a direction opposite to the deviation of the second wheel.

[0014] In some embodiments of the present application, controlling the first wheel to deflect in the opposite direction of deviation from the second wheel includes: controlling the first wheel to deflect in the opposite direction of deviation from the second wheel by a target angle value; the target value is equal to the deviation angle value of the second wheel.

[0015] In some embodiments of the present application, after controlling the second wheel to deflect in a direction opposite to the deviation of the first wheel, the method further includes: synchronously correcting the angles of the first wheel and the second wheel.

[0016] In some embodiments of the present application, the synchronously correcting the angles of the first wheel and the second wheel includes: correcting the angle of the first wheel based on the difference between the current actual angle of the first wheel and the target angle, and synchronously correcting the angle of the second wheel based on the difference between the current actual angle of the second wheel and the target angle, until the current actual angle of the first wheel is consistent with the target angle and the current actual angle of the second wheel is consistent with the target angle.

[0017] In some embodiments of the present application, correcting the angle of the first wheel based on the difference between the current actual angle of the first wheel and the target angle includes: driving the steering motor of the first wheel to rotate so that the current actual angle of the first wheel is the same as the target angle; and / or correcting the angle of the second wheel based on the difference between the current actual data of the second wheel and the target angle includes: driving the steering motor of the second wheel to rotate so that the current actual angle of the second wheel is the same as the target angle.

[0018] In some embodiments of the present application, before controlling the second wheel to deflect in the opposite direction of the deviation from the first wheel, the method further includes: correcting the angle of the first wheel; if the correction fails, executing the step of controlling the second wheel to deflect in the opposite direction of the deviation from the first wheel.

[0019] In some embodiments of the present application, correcting the angle of the first wheel includes: correcting the angle of the first wheel based on the difference between the current actual angle of the first wheel and the target angle until the current actual angle of the first wheel is consistent with the target angle.

[0020] In a second aspect, the present application provides a controller, characterized in that it includes: a memory on which a computer program is stored; and a processor for executing the computer program in the memory to implement the method described in the first aspect.

[0021] In a third aspect, the present application provides a split steering system, comprising: a first execution module; a second execution module; and the controller described in the second aspect; the controller is used to drive the first wheel steering through the first execution module, and drive the second wheel steering through the second execution module.

[0022] In a fourth aspect, the present application provides a split steering system, comprising: a first control unit and a first drive unit, wherein the first control unit is configured to drive the first wheel to deflect in the opposite direction of deviation from the second wheel through the first drive unit when the second wheel has been in a state of deviation for a second set time; and / or, a second control unit and a second drive unit, wherein the second control unit is configured to drive the second wheel to deflect in the opposite direction of deviation from the first wheel through the second drive unit when the first wheel has been in a state of deviation for a first set time.

[0023] In some embodiments of the present application, the second control unit is further used to control the automatic correction of the second wheel, and the first control unit is further used to control the automatic correction of the first wheel.

[0024] In some embodiments of the present application, the second control unit and the first control unit are further configured to determine the target angle based on a pre-stored mapping relationship between the steering wheel angle and the target angle.

[0025] In some embodiments of the present application, the system also includes: a first sensor, the first control unit is connected to the first sensor, and the first sensor is used to detect the actual angle of the first wheel; and / or, a second sensor, the second control unit is connected to the second sensor, and the second sensor is used to detect the actual angle of the second wheel.

[0026] In some embodiments of the present application, the first control unit and the second control unit are connected via a private communication bus.

[0027] In some embodiments of the present application, it also includes: a third control unit, a third drive unit and a third sensor, the third control unit is respectively connected to the third drive unit and the third sensor, and the third control unit is connected to the first control unit; and / or, a fourth control unit, a fourth drive unit and a fourth sensor, the fourth control unit is respectively connected to the fourth drive unit and the fourth sensor, and the fourth control unit is connected to the second control unit.

[0028] In a fifth aspect, the present application provides a computer-readable storage medium having a computer program stored thereon. When the computer program is executed by a processor, the computer implements the method described in the first aspect.

[0029] In a sixth aspect, the present application provides a computer program product, which stores instructions. When the instructions are executed by a computer, the computer implements the method described in the first aspect.

[0030] In a seventh aspect, the present application provides a vehicle comprising: the electronic device as described in the fourth aspect; or a processor, the processor being configured to execute the method as described in the first aspect.

[0031] The advantages and control methods of the vehicle and the electronic device compared to the prior art are the same and will not be elaborated here.

[0032] Additional aspects and advantages of the present invention will be set forth in part in the description which follows and, in part, will be obvious from the description which follows, or may be learned by practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0033] To more clearly illustrate the technical solutions in the embodiments of the present application, the following briefly introduces the drawings required for describing the embodiments. Obviously, the drawings described below are only some embodiments of the present application. Those skilled in the art can also derive other drawings based on these drawings without inventive effort.

[0034] In order to more completely understand the present application and its beneficial effects, the following description will be given in conjunction with the accompanying drawings, wherein the same drawing numbers represent the same parts in the following description.

[0035] Figure 1 is a flow chart of a vehicle control method provided according to an embodiment of the present invention;

[0036] Figure 2 is a schematic diagram of a controller structure provided according to an embodiment of the present invention;

[0037] Figure 3 is a structural schematic diagram of a split steering system provided according to an embodiment of the present invention;

[0038] Figure 4 is a structural schematic diagram of another split steering system provided according to an embodiment of the present invention;

[0039] Figure 5 2. It is a schematic diagram of a left-right wheel synchronization strategy for a split-type steer-by-wire system according to an embodiment of the present invention;

[0040] Figure 6 According to an embodiment of the present invention, Figure 3 Corresponding control logic schematic diagram;

[0041] Figure 7 2. It is a schematic diagram of a left and right wheel deviation compensation strategy for a split-type steer-by-wire system according to an embodiment of the present invention;

[0042] Figure 8 According to an embodiment of the present invention, Figure 5 The corresponding control logic diagram. DETAILED DESCRIPTION

[0043] The following will be combined with the drawings in the embodiments of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. Obviously, the embodiments described 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 those skilled in the art without creative work are within the scope of protection of the present application.

[0044] Currently, an increasing number of vehicles are using steer-by-wire systems. These systems eliminate the mechanical connection between the steering wheel and the steering gear. Instead, they use sensors to obtain steering wheel angle data and, based on this data, control the steering motor to output steering torque to the steering gear, thereby driving the vehicle. However, current steer-by-wire systems primarily utilize an integrated design, supporting only synchronized control between the steer-by-wire steering wheel and the wheels. They do not support split-type synchronization strategies between the left and right wheels, thus failing to meet current requirements.

[0045] To this end, the present invention provides a vehicle control method, storage medium, program product, electronic device, and vehicle. This solution controls a second wheel to deflect in the opposite direction of the first wheel's deviation if the first wheel remains deflected for a set time. This way, when a wheel deflects due to an external force, the direction of the other wheel is corrected, maintaining steering stability.

[0046] The present application scheme is further described below with reference to the embodiments.

[0047] like Figure 1 FIG. 1 is a flow chart of a vehicle control method provided by an embodiment of the present invention, the method comprising:

[0048] 101. When the first wheel is continuously deviated within a first set time, the second wheel is controlled to deflect in a direction opposite to the deviation of the first wheel.

[0049] Wherein, the first wheel and the second wheel are coaxially arranged.

[0050] Illustratively, the vehicle of the present invention can be a vehicle with a front steering system, in which case the first wheel and the second wheel are the left front wheel and the right front wheel of the vehicle, respectively; or vice versa, the first wheel and the second wheel are the right front wheel and the left front wheel of the vehicle, respectively; or it can be a vehicle with a rear steering system, in which case the first wheel and the second wheel are the left rear wheel and the right rear wheel of the vehicle, respectively; or vice versa, the first wheel and the second wheel are the right rear wheel and the left rear wheel of the vehicle, respectively.

[0051] As an optional implementation method, the above-mentioned step 101 of controlling the second wheel to deflect in the opposite direction of deviation from the first wheel may specifically include the following contents: 101a, controlling the second wheel to deflect in the opposite direction of deviation from the first wheel by a target angle value; the target angle value is equal to the deviation angle value of the first wheel.

[0052] As an optional implementation, the above-mentioned deviation angle value is the difference between the actual angle of the first wheel and the target angle, and the target angle is determined based on the steering wheel angle.

[0053] In the above embodiment, by determining the target correction value based on the deviation angle, the steering stability issue caused by impact on one wheel can be effectively addressed. Furthermore, by forming a symmetrical figure eight, the unintended lateral force of the offset wheel can be offset, thereby maintaining the intended driving direction.

[0054] For example, the actual angle of the first wheel can be directly measured by an angle sensor, and the target angle can be calculated and determined based on the steering wheel angle and the transmission ratio. Different vehicles may have different corresponding transmission ratios, and the actual vehicle adopted shall prevail.

[0055] The above-mentioned control of the second wheel to deflect to a target angle value in a direction opposite to the deviation of the first wheel is a deflection difference value based on the current angle of the second wheel.

[0056] Exemplarily, the above method further includes: determining the target angle based on a pre-stored mapping relationship between the steering wheel angle and the target angle.

[0057] For example, when an obstacle appears on the side of the left front wheel during driving, the steering wheel turns 300°, and the actual angle of the left wheel is 36° due to the obstruction. The target angle of the left wheel is 30° (for example, calculated based on the steering wheel angle and the transmission ratio of 1:10). There is a deviation between the actual angle and the target angle, and the system performs a reverse deflection correction action on the right front wheel based on the difference between the two data.

[0058] In the above embodiment, the target angle is determined by pre-writing the mapping relationship between the steering wheel angle and the target angle, which can improve the efficiency of the split steering control.

[0059] Optionally, the actual angle and target angle of the first wheel may be replaced by an actual equivalent angle and a target equivalent angle. The target equivalent angle includes a target equivalent angle value and direction, and may also be referred to as a virtual equivalent SAS; the actual equivalent angle includes an actual equivalent angle value and direction, and may also be referred to as an actual equivalent SAS.

[0060] The vehicle coordinate system used in the embodiments of the present invention is as follows: the OXY coordinate system is fixed to the vehicle body, with the origin being the vehicle's center of mass; the X-axis is the vehicle's longitudinal horizontal axis, pointing rearward; and the Y-axis is the vehicle's transverse horizontal axis, pointing leftward. In this coordinate system, a left turn is positive, and a right turn is negative. + can be used to represent a left turn, and - can be used to represent a right turn, respectively. This document will use this coordinate system as an example to illustrate or explain this solution. In practice, a suitable coordinate system can be selected based on actual needs. This document is for illustrative purposes only and does not limit the present invention.

[0061] For example, if the steering wheel turns 150° to the left, the corresponding actual equivalent angle could be +200°, meaning the wheel's actual equivalent SAS is 200° left. The target equivalent angle could be +200°, meaning the wheel's virtual equivalent SAS is 200° left. The numerical examples here illustrate that the equivalent angle includes both the equivalent angle value and the direction, and are not intended to be limiting.

[0062] Further optionally, the above method further includes: 101a, determining a virtual equivalent SAS based on a steering wheel angle; 101b, storing a mapping relationship between the steering wheel angle and the virtual equivalent SAS.

[0063] For example, the steering wheel angle (denoted by θ TAS ) and the virtual equivalent SAS (using θ SAS The mapping relationship of (represents) is shown in Table 1 below.

[0064] Table 1 Correspondence between steering wheel angle and virtual equivalent SAS

[0065] <![CDATA[θ TAS (degrees) +450 +300 +150 0 -150 -300 -450 <![CDATA[θ SAS (degrees) +900 +540 +200 0 -200 -540 -900

[0066] As an optional implementation, the above step 101a specifically includes the following: calculating a virtual equivalent SAS according to the steering wheel angle and the steering gear ratio.

[0067] For example, the calculation method and principle of the virtual equivalent SAS are as follows: the steering wheel angle-wheel angle transmission ratio (referred to as the steering ratio) is k=θ TAS / θ Wheel ,θ SAS =f(θ Wheel )=a(θ Wheel ) 3 +b(θ Wheel ) 2 +c(θ Wheel )+dR 2 , where a, b, c, and d are fitting coefficients, and R is the determination coefficient. The actual value of the coefficient needs to be calculated based on the actual vehicle chassis system hard point parameters. The final calculation relationship is θ SAS =f(θ TAS / k)=a(θ TAS / k) 3 +b(θ TAS / k) 2 +c(θ TAS / k)+dR 2 , the virtual equivalent SAS can be obtained. In actual situations, it is only necessary to convert the steering wheel angle (ie, TAS angle signal) corresponding to the virtual equivalent SAS within a series of steering wheel travels into the control accuracy required by the vehicle design. SAS Calculate and enumerate them according to reasonable division values, and store all the corresponding relationships between signal values ​​and angles in the vehicle controller or the ECU of the left and right actuators.

[0068] In the above embodiment, the split steering control efficiency is improved by pre-writing a fixed mapping relationship between the virtual equivalent SAS and the steering wheel input angle.

[0069] Optionally, the target angle value for controlling the second wheel to deflect in the opposite direction of the first wheel's deviation in step 101a can be determined based on the first wheel's actual equivalent data and deviation data, where the deviation data is the difference between the actual equivalent data and the target equivalent data. The specific calculation process for the target deflection angle value will be described below using a specific example.

[0070] For example, when an obstacle appears on the side of the left front wheel during driving, if the steering wheel turns left +300°, the target equivalent angle (virtual equivalent SAS) corresponding to the mapping relationship is +540 degrees. Due to the obstruction, the actual equivalent angle (actual equivalent SAS) of the left front wheel is +400 degrees. There is a deviation between the actual equivalent angle and the target equivalent angle, and the system generates a deviation SAS signal based on the difference between the two data, deviation SAS = virtual equivalent SAS - actual equivalent SAS = 540 degrees - 400 degrees = 150 degrees; at the same time, a reverse deflection correction action is performed on the right front wheel to generate a correction SAS signal, correction SAS = virtual equivalent SAS + deviation SAS = 540 degrees + 150 degrees = 690 degrees, that is, the target value is 690 degrees, and the right front wheel performs the steering action based on the correction SAS as the new target angle parameter.

[0071] In the above embodiment, by determining the deviation correction target value based on the virtual equivalent SAS signal, the steering stability issue caused by unilateral wheel impact can be effectively resolved. Furthermore, by forming a symmetrical figure eight, the unintended lateral force of the offset wheel is offset, thereby maintaining the intended driving direction.

[0072] As an optional implementation, the above method further includes: 100, determining whether the first wheel deviates.

[0073] Exemplarily, the above step 100 may specifically include the following: determining whether the first wheel has deviated according to whether the first wheel is in an abnormal state, where the abnormal state is used to indicate that the first wheel is in an abnormal driving state.

[0074] Optionally, the abnormal conditions described above include, but are not limited to, any of the following: a wheel sinking into or falling into a pothole, hitting a curb or edge, or hitting an obstacle, causing the wheel to deviate. This solution can also use a camera, lidar, or millimeter-wave radar on the vehicle to identify the wheel's condition and determine whether deviation has occurred. Other methods can also be used to identify the abnormal conditions described above. The embodiments of the present invention are not limited to these methods and are merely illustrative.

[0075] As a preferred implementation, the above step 100 may further include the following: if the actual angle of the first wheel is different from the target angle, determining that the first wheel is deviated; if the actual angle of the first wheel is the same as the target angle, determining that the first wheel is not deviated.

[0076] Optionally, the above-mentioned step 100 may further specifically include the following contents: if the actual equivalent angle of the first wheel is different from the target equivalent angle, it is determined that the first wheel is deviated; if the actual equivalent angle of the first wheel is the same as the target equivalent angle, it is determined that the first wheel is not deviated.

[0077] Specifically, the controller of this solution determines whether the first wheel deviates by directly judging the actual equivalent SAS and virtual equivalent SAS of the first wheel. When the two are not equal, it indicates that the first wheel deviates, and when the two are equal, it indicates that the first wheel does not deviate.

[0078] Further optionally, the above method further includes: 100a, obtaining an actual equivalent angle of the first wheel, where the actual equivalent angle is determined based on the displacement stroke of the transmission screw driven by the motor of the first wheel.

[0079] For example, the actual equivalent SAS of the first wheel mentioned above can be obtained by the ECU in the right execution module based on the displacement stroke of the motor-driven transmission screw of the first wheel, or it can be determined by the ECU in the left execution module based on the displacement stroke of the motor-driven transmission screw of the first wheel and then directly sent to the ECU in the right execution module.

[0080] Optionally, the actual equivalent SAS of the first wheel can be calculated according to the following formula: L = nθ SAS Where n is the coefficient of the linear relationship, which is determined by the actual steering actuator design parameters, and L is the displacement stroke of the steering motor-driven transmission screw, which can be obtained using a linear position sensor (LPS).

[0081] Further optionally, the above method also includes: 102. When the second wheel is always in the state of deviation within the second set time, controlling the first wheel to deflect in the opposite direction of the deviation of the second wheel.

[0082] Exemplarily, the above-mentioned step 102 controls the first wheel to deflect in the opposite direction of the deviation of the second wheel, including: 102a, controlling the first wheel to deflect in the opposite direction of the deviation of the second wheel by a target value; the target value is equal to the deviation angle value of the second wheel.

[0083] As an optional implementation, the above-mentioned deviation angle value is the difference between the actual angle of the second wheel and the target angle, and the target angle is determined based on the steering wheel angle.

[0084] For example, the actual angle of the second wheel can be directly measured by an angle sensor, and the target angle can be calculated and determined based on the steering wheel angle and the transmission ratio. Different vehicles may have different corresponding transmission ratios, and the actual vehicle adopted shall prevail.

[0085] The above-mentioned control of the first wheel to deflect in the opposite direction of the second wheel to a target angle value is a deflection difference based on the current angle of the first wheel.

[0086] Alternatively, the actual angle and target angle of the first wheel may be replaced by an actual equivalent angle and a target equivalent angle. The target angle value for controlling the first wheel to deflect in the opposite direction of the deviation from the second wheel in step 102a may also be determined based on the actual equivalent angle and deviation data of the second wheel, where the deviation data is the difference between the actual equivalent angle and the target equivalent angle.

[0087] In the above embodiment, by determining the deviation correction target value based on the virtual equivalent SAS signal, the steering stability issue caused by unilateral wheel impact can be effectively resolved. Furthermore, by forming a symmetrical figure eight, the unintended lateral force of the offset wheel is offset, thereby maintaining the intended driving direction.

[0088] It should be noted that the specific implementation process of determining whether the second wheel has deviated can refer to the specific process of determining whether the first wheel has deviated, which will not be repeated here.

[0089] The above implementation process belongs to the deviation correction strategy caused by external factors. After the deviation correction strategy is implemented, the wheels on both sides deflect. This solution can also restore the wheels to normal through automatic correction.

[0090] Further optionally, after controlling the second wheel to deflect in a direction opposite to the direction of deviation of the first wheel in the above step 101, the method further includes the following: 101A, synchronously correcting the angles of the first wheel and the second wheel.

[0091] Exemplarily, the above-mentioned step 101A1 specifically includes the following contents: correcting the angle of the first wheel based on the difference between the current actual angle of the first wheel and the target angle, and synchronously correcting the angle of the second wheel based on the difference between the current actual angle of the second wheel and the target angle, until the current actual angle of the first wheel is consistent with the target angle and the current actual angle of the second wheel is consistent with the target angle.

[0092] Optionally, the above-mentioned correction of the angle of the first wheel based on the difference between the current actual angle of the first wheel and the target angle includes: driving the steering motor of the first wheel to rotate so that the current actual angle of the first wheel is the same as the target angle; and / or, correction of the angle of the second wheel based on the difference between the current actual data of the second wheel and the target angle includes: driving the steering motor of the second wheel to rotate so that the current actual angle of the second wheel is the same as the target angle.

[0093] Optionally, the embodiment of the present invention may also perform the automatic correction process based on an actual equivalent angle (actual equivalent SAS) and a target equivalent angle (virtual equivalent SAS) instead of the actual angle and target angle of the first vehicle.

[0094] For example, if the above-mentioned virtual equivalent SAS is 30° to the left, the current actual equivalent SAS of the first wheel is 29° to the left, and the current actual equivalent SAS of the second wheel is 28° to the left, then the first wheel and the steering wheel are not synchronized, and the second wheel and the steering wheel are also not synchronized. The first wheel can be corrected according to the difference between the current actual equivalent SAS of the first wheel and the virtual equivalent SAS, that is, the motor driving the first wheel drives the transmission screw to move a certain stroke so that the current actual equivalent SAS of the first wheel is 30 degrees to the left, so that the first wheel and the steering wheel can be synchronized. Similarly, the second wheel can be corrected in the same way, that is, the motor driving the second wheel drives the transmission screw to move a certain stroke so that the current actual equivalent SAS of the second wheel is 30 degrees to the left, so that the second wheel and the steering wheel can be synchronized.

[0095] For example, the embodiment of the present invention may adopt L=nΔθ SAS Formula to determine the stroke that the motor needs to drive the transmission screw, where: △θ SAS is the difference between the current actual equivalent SAS and the virtual equivalent SAS, n is the coefficient of the linear relationship, which is determined by the actual steering actuator design parameters, and L is the stroke of the motor-driven screw displacement.

[0096] In the embodiment of the present invention, before performing the above-mentioned deviation correction, you can try to perform automatic correction first, and then perform deviation correction if the automatic correction does not work. The details are as follows:

[0097] Further optionally, before controlling the second wheel to deflect in the opposite direction of the deviation from the first wheel in the above-mentioned step 101, the method further includes: 101B1, correcting the angle of the first wheel; and 101B2, if the correction fails, executing the step of controlling the second wheel to deflect in the opposite direction of the deviation from the first wheel.

[0098] Exemplarily, the above-mentioned step 101B1 specifically includes the following contents: correcting the angle of the first wheel based on the difference between the current actual angle of the first wheel and the target angle, until the current actual angle of the first wheel is consistent with the target angle.

[0099] Before implementing the external correction strategy, embodiments of the present invention can also address desynchronization issues caused by internal factors through an automatic correction process, thereby implementing an automatic correction process for the system. Specifically, before controlling the second wheel to deflect in the opposite direction of the first wheel's deviation in step 101, step 101A is executed.

[0100] The above steps 100-102 in the embodiment of the present invention can be implemented by a controller of the vehicle, which can be other controllers of the vehicle itself, or an external domain controller or other types of external controllers. The controller is connected to the drives in the left execution module and the right execution module respectively. The controller is used to process the above-mentioned automatic correction and deviation compensation algorithms and strategies, and control the drives of the left and right actuators to perform related actions when necessary; it can also be implemented by two controllers of the vehicle, namely the ECU of the left actuator and the ECU of the right actuator.

[0101] Figure 2 This is a schematic diagram of the structure of a controller according to an embodiment of this specification. The controller 200 includes a processing unit 201 with one or more processing cores, a storage unit 202 with one or more computer-readable storage media, and a computer program stored in the storage unit 202 and executable on the processing unit. The processing unit 201 is electrically connected to the storage unit 202.

[0102] The processing unit 201 is the control center of the controller 200. It uses various interfaces and lines to connect the various parts of the entire controller 200. By running or loading software programs and / or units stored in the storage unit 202 and calling data stored in the storage unit 202, it executes various functions of the controller 200 and processes data, thereby monitoring the controller 200 as a whole. The processing unit 201 can be a processing unit (CPU), a graphics processing unit (GPU), a network processing unit (NP), etc., and can implement or execute the various methods, steps, and logic block diagrams disclosed in the embodiments of this application.

[0103] In an embodiment of the present application, the processing unit 201 in the controller 200 will load the computer program corresponding to the process of one or more applications into the storage unit 202 according to the method or steps of the above embodiment, and the processing unit 201 will run the application stored in the storage unit 202 to execute the above method.

[0104] According to the controller of the embodiment of the present invention, when a wheel deviates from its direction due to an external force, the controller executes the above method and corrects the direction of the other wheel to maintain the steering stability of the wheel, thereby achieving synchronization between the left and right wheels of the split type.

[0105] When implemented through a controller, such as Figure 3 Schematic diagram of a split steering system provided by an embodiment of the present invention. The system 300 includes: a first execution module 301; a second execution module 302; and Figure 2 The controller 303 is shown; the controller 303 is used to drive the first wheel to steer through the first execution module 301 and drive the second wheel to steer through the second execution module 302.

[0106] When implemented with two controllers, such as Figure 4 : is a schematic structural diagram of another split-type steering system provided by an embodiment of the present invention. The system includes:

[0107] The first execution module is used to drive the first wheel to steer. The first execution module includes a first control unit, a first drive unit and a first sensor. The first control unit is connected to the first drive unit and the first sensor respectively.

[0108] The second execution module is used to drive the second wheel to steer. The second execution module includes a second control unit, a second drive unit and a second sensor. The second control unit is connected to the second drive unit and the second sensor respectively.

[0109] The hand feeling module includes a third control unit, a third driving unit and a third sensor. The third control unit is connected to the third driving unit and the third sensor respectively.

[0110] The first execution module may be a left execution module, and the second execution module may be a right execution module, or vice versa.

[0111] The first control unit, the second control unit and the third control unit are connected via a private communication bus.

[0112] Compared with an external controller or using one controller, the left wheel signal and the right wheel signal are transmitted through at least two lines and the wiring harness is longer. In the embodiment of the present invention, signal transmission between the first control unit, the second control unit and the third control unit is realized through a private CAN signal. This method requires a short wiring harness, which can minimize delay and maximize efficiency.

[0113] Further optionally, in order to achieve redundant backup of the system to improve system stability, the above-mentioned first execution module also includes: a fourth control unit, a fourth drive unit and a fourth sensor, the fourth control unit is respectively connected to the fourth drive unit and the fourth sensor, and the fourth control unit is connected to the first control unit; and / or, the second execution module also includes: a fifth control unit, a fifth drive unit and a fifth sensor, the fifth control unit is respectively connected to the fifth drive unit and the fifth sensor, and the fifth control unit is connected to the first control unit.

[0114] Exemplarily, the above-mentioned feel module further includes: a sixth control unit, a sixth driving unit and a sixth sensor, the sixth control unit is connected to the sixth driving unit and the sixth sensor respectively, and the sixth control unit is connected to the third control unit.

[0115] The haptic module also includes a haptic motor, and both the first and second actuating modules also include actuating motors. The haptic motor is used to simulate steering wheel return, road feel, and road surface feedback, among other control-by-wire functions. The actuating motor drives the left and right wheels and provides power for steering deviation correction.

[0116] For example, the third and sixth sensors may comprise TAS sensors and may be mounted on the steering wheel; the first and third sensors may comprise LPS sensors and may be mounted on the first wheel; and the second and fourth sensors may comprise LPS sensors and may be mounted on the second wheel. The first wheel may be the left wheel, and the second wheel may be the right wheel, or vice versa.

[0117] Optionally, the first to fourth sensors mentioned above may also include angle sensors, which can be used to detect the actual angles of the first wheel and the second wheel.

[0118] The steering system of this embodiment of the present invention includes the aforementioned feel module and left and right actuator modules. Each module integrates an ECU and motor drive, as well as TAS and LPS sensors. The vehicle control system is powered by a 12V low-voltage system and communicates with external systems via either public CAN1 or public CAN2 (which serve as backups for each other). Internally, the feel module communicates with the left and right actuators via a ring-shaped private CAN bus. Command input, calibration, and feedback are all implemented within this hardware architecture.

[0119] Illustratively, the first control unit is configured to: if the second wheel continues to deviate within a second set time, drive the first wheel via the first drive unit to deflect in a direction opposite to the direction of deviation of the second wheel. And / or, if the first wheel continues to deviate within the first set time, drive the second wheel via the second drive unit to deflect in a direction opposite to the direction of deviation of the first wheel.

[0120] Further optionally, the second control unit is further configured to control automatic correction of the second wheel, and the first control unit is further configured to control automatic correction of the first wheel.

[0121] Further optionally, the second control unit and the first control unit are further configured to determine the target angle based on a pre-stored mapping relationship between the steering wheel angle and the target angle.

[0122] For the specific implementation process of the numerical calculation and automatic correction involved in the above-mentioned deflection process, reference can be made to the specific description of the vehicle control method above, which will not be repeated here.

[0123] The left ECU and the right ECU are used as examples to illustrate the split-wire steering left and right wheel synchronization strategy and the left and right wheel deviation correction strategy of the embodiment of the present invention. Figure 5-8 As shown. Among them: Figure 5 Schematic diagram of the left and right wheel synchronization strategy for the split-type wire-controlled steering provided by an embodiment of the present invention. Figure 6 for Figure 5 The corresponding control logic diagram, Figure 7 Schematic diagram of the left and right wheel deviation compensation strategy for the split-type wire-controlled steering provided by an embodiment of the present invention. Figure 8 for Figure 7 The corresponding control logic diagram.

[0124] like Figure 5 and Figure 6 As shown in the figure, the automatic correction of the out-of-sync problem is as follows: through the torque angle (English full name: Torque and Angle The control unit receives a sensor signal from the left wheel end and the right wheel end, and performs real-time position detection and comparison between the sensor signal at the left wheel end and the virtual equivalent SAS signal through the computing unit of the left controller. If there is any asynchrony between the left wheel and the steering wheel, an angle correction is performed based on the difference between the virtual equivalent SAS signal and the left wheel end sensor signal until the feedback sensor signal is consistent with the virtual SAS signal. The control unit also performs real-time position detection and comparison between the sensor signal at the right wheel end and the virtual equivalent SAS signal through the computing unit of the right controller. If there is any asynchrony between the right wheel and the steering wheel, an angle correction is performed based on the difference between the virtual equivalent SAS signal and the right wheel end sensor signal until the feedback sensor signal is consistent with the virtual SAS signal.

[0125] The ECU at the feel module end reads the steering command input intention through the TAS sensor, and generates virtual equivalent SAS data based on the current angle transmission ratio, and sends it to the left and right actuators through the private CAN to execute the steering action; after the left and right actuators execute the action, they read the current position signal through their respective LPS and convert it into actual equivalent SAS data, which is fed back to the ECU of each execution module through the private CAN for the following operations: Figure 5Real-time calibration actions are performed to ensure the normal operation of the vehicle steering and maintain real-time synchronization, thereby achieving automatic correction of wheel asynchrony.

[0126] like Figure 7 and Figure 8 As shown in the figure, the specific contents of deviation correction for deviation caused by external factors are as follows: For the deviation correction of left and right wheels, the virtual equivalent SAS signal generated by the steering wheel TAS mapping is used as the expected signal and transmitted to the left and right actuator ECUs according to the deviation angle and deviation time of one side (the judgment principle is the same as the automatic correction process). The actual position and the expected position are verified synchronously according to the sensor position signal fed back by the wheel end. If there is asynchrony and according to Figure 3 If the asynchronous automatic correction method fails to complete the response within the time threshold T (the threshold T is designed and calibrated according to the actual needs of the vehicle), it is determined that the current deviation cannot be automatically recovered. If it is not recovered at this time, a deviation SAS signal and an angle correction SAS signal are generated in real time according to the angle of the deviated wheel. The goal is to adjust the wheel on the other side in the opposite direction to a real-time symmetrical deviation angle to form an 8-shaped toe angle to offset the unexpected lateral force brought by the deviated wheel and maintain the expected driving direction; the ECU on the non-deviated side receives the input angle correction SAS signal and compares it, and takes corrective action. When the external interference is removed, the deviation is automatically restored. In this process, the deviation SAS and the angle correction SAS remain symmetrical in real time, that is, the deviated wheel and the correction wheel maintain real-time lateral force cancellation.

[0127] When the wheel on the deviated side that was impacted does not recover within the deviation threshold T, the sensor feeds back a deviation angle signal. At this time, the ECU on the deviated side calculates the difference between the stored virtual equivalent SAS signal and the deviation SAS signal, generates a correction SAS signal based on the real-time difference, and transmits it to the ECU on the unimpacted side through the private CAN of the left and right actuators. When the ECU on the unimpacted side receives the correction SAS signal, it drives the execution motor to complete the corresponding reverse rotation action of the wheel according to the correction SAS signal, thereby realizing steering deviation correction. The correction action logic is as follows: Figure 7The strategy shown is as follows: after correction, the wheels on both sides are automatically corrected in real time according to the virtual equivalent SAS signal, while the deviation SAS signal (i.e., the difference between the actual equivalent SAS and the virtual equivalent SAS) and the correction SAS signal are kept equal and symmetrical in real time, ensuring that the toe angles of the left and right wheels are symmetrical in real time to offset the unexpected lateral force caused by the deviation; synchronously, the wheel on the deviating side still performs real-time verification and correction actions, i.e., according to the difference between the actual equivalent SAS and the virtual equivalent SAS signals, the wheel on the deviating side is driven to rotate in the expected direction in real time. When the correction action takes effect and the deviation SAS is reduced, the correction SAS signal is also updated synchronously to control the toe angles brought about by the deviation correction of the left and right wheels to gradually reduce. The deviation correction is continued until the vehicle is free from external interference, and the deviation SAS signal is corrected in real time and the SAS is corrected until the values ​​of the actual equivalent SAS and the virtual equivalent SAS are consistent.

[0128] The correction process of the above overall algorithm is recommended to be performed in the left and right ECUs of the actuator. The advantage is that there can be only one private CAN signal transmission process between controllers and the wiring harness is extremely short, thereby minimizing latency and maximizing efficiency (compared with external controllers, the left and right wheel signals are transmitted via at least two lines and the wiring harness is longer). However, in actual application, the steering wheel-end feel module ECU or domain control can also be selected according to the actual vehicle architecture. The solution architecture involved in this article is only recommended as the optimal solution, not the only feasible solution.

[0129] Embodiments of the present invention further provide a computer-readable storage medium storing a computer program. When executed by a processor, the computer implements the vehicle control method described above. For example, the computer-readable storage medium may be the aforementioned memory containing program instructions. The program instructions may be executed by a processor of an electronic device to implement or execute the various methods, steps, and logic diagrams disclosed in the embodiments of this application.

[0130] Embodiments of the present invention further provide a computer program product that stores instructions that, when executed by a computer, cause the computer to implement the vehicle control method described above. For example, when executed by a computer, the instructions implement or execute the various methods, steps, and logic diagrams disclosed in the embodiments of this application.

[0131] An embodiment of the present invention further provides a vehicle, comprising the system, electronic device, or processor described above, configured to execute the vehicle control method described above. The vehicle may be a gasoline-powered vehicle, a plug-in hybrid electric vehicle, or a new energy vehicle, and this specification does not specifically limit this.

[0132] According to the vehicle of the embodiment of the present invention, when a wheel deviates from the direction due to an external force impact, the above method is executed by an electronic device or a control system or a controller, and the steering stability of the wheel is maintained by correcting the direction of the other wheel, so as to achieve synchronization between the split left and right wheels, which can be applied to a split wire-controlled steering system.

[0133] As described above, the above embodiments are only used to illustrate the technical solution of applying the above method to vehicles, rather than to limit it; although the present application is described in detail with reference to the above embodiments, ordinary technicians in this field should understand that: this method can also be used for motor vehicles, trains and ships, etc., which does not make the essence of the corresponding technical solution deviate from the scope of the technical solution of each embodiment of this application.

[0134] In one embodiment, a vehicle can be configured for a fully or partially autonomous driving mode. For example, while in autonomous driving mode, the vehicle can control itself and, through human interaction, determine the current state of the vehicle and its surroundings, determine the possible behavior of at least one other vehicle in the surroundings, and determine a confidence level corresponding to the likelihood that the other vehicle will perform the possible behavior, and control the vehicle based on this information. While in autonomous driving mode, the vehicle can be configured to operate without human interaction.

[0135] In the description of this application, the terms "first" and "second" are used for descriptive purposes only and should not be understood to indicate or imply relative importance or implicitly specify the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more features. In the description of this application, "plurality" means two or more, unless otherwise specifically defined.

[0136] Throughout this specification, reference to terms such as "one embodiment," "some embodiments," "illustrative embodiments," "example," "specific example," "optional example," or "some examples" means that the specific features, structures, materials, or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the illustrative use of the above terms does not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

[0137] The embodiments, implementation methods and related technical features of the present application can be combined and replaced with each other unless there is any conflict.

[0138] The above are only preferred embodiments of the present application and do not constitute any form of limitation to the present application. Although the descriptions of each embodiment in the embodiments of the present application have different focuses, for parts that are not described in detail in a certain embodiment, please refer to the relevant embodiments of other embodiments. However, any simple modifications, equivalent changes and modifications made to the above embodiments based on the technical essence of the present application without departing from the content of the technical solution of the present application are still within the scope of the technical solution of the present application.

Claims

1. A vehicle control method, characterized in that: include: When the first wheel is always deviated within a first set time, the second wheel is controlled to deflect in a direction opposite to the deviation of the first wheel, and the first wheel and the second wheel are coaxially arranged.

2. The method according to claim 1, characterized in that The controlling the second wheel to deflect in a direction opposite to the direction in which the first wheel deviates includes: The second wheel is controlled to deflect by a target angle value in a direction opposite to the deviation of the first wheel; the target angle value is equal to the deviation angle value of the first wheel.

3. The method according to claim 2, characterized in that The deviation angle value is a difference between an actual angle of the first wheel and a target angle, where the target angle is determined based on a steering wheel angle.

4. The method according to claim 3, characterized in that The method further comprises: The target angle is determined based on a pre-stored mapping relationship between the steering wheel angle and the target angle.

5. The method according to claim 3, characterized in that The method further comprises: Determine whether the first wheel deviates.

6. The method according to claim 5, characterized in that The determining whether the first wheel deviates includes: Whether the first wheel deviates is determined according to whether the first wheel is in an abnormal state, where the abnormal state is used to indicate that the first wheel is in an abnormal driving state.

7. The method according to claim 6, characterized in that The determining whether the first wheel deviates includes: The actual angle of the first wheel is different from the target angle, and the first wheel is determined to be deviated; The actual angle of the first wheel is the same as the target angle, and it is determined that the first wheel has not deviated.

8. The method according to claim 4, characterized in that The method further comprises: When the second wheel is always in the state of deviation within the second set time, the first wheel is controlled to deflect in the opposite direction of the deviation of the second wheel.

9. The method according to claim 8, characterized in that The controlling the first wheel to deflect in a direction opposite to the direction in which the second wheel deviates includes: The first wheel is controlled to deflect by a target angle value in a direction opposite to the deviation direction of the second wheel; the target value is equal to the deviation angle value of the second wheel.

10. The method according to claim 1, characterized in that After controlling the second wheel to deflect in a direction opposite to the direction in which the first wheel deviates, the method further includes: The angles of the first wheel and the second wheel are modified synchronously.

11. The method according to claim 10, characterized in that The synchronously correcting the angles of the first wheel and the second wheel includes: The angle of the first wheel is corrected based on the difference between the current actual angle of the first wheel and the target angle, and the angle of the second wheel is synchronously corrected based on the difference between the current actual angle of the second wheel and the target angle, until the current actual angle of the first wheel is consistent with the target angle and the current actual angle of the second wheel is consistent with the target angle.

12. The method according to claim 11, characterized in that The correcting the angle of the first wheel based on the difference between the current actual angle of the first wheel and the target angle includes: driving a steering motor for driving the first wheel to rotate so that a current actual angle of the first wheel is equal to the target angle; And / or, correcting the angle of the second wheel based on the difference between the current actual data of the second wheel and the target angle includes: The steering motor driving the second wheel rotates so that the current actual angle of the second wheel is the same as the target angle.

13. The method according to claim 1, wherein Before controlling the second wheel to deflect in a direction opposite to the direction in which the first wheel deviates, the method further includes: Correcting the angle of the first wheel; If the correction fails, the step of controlling the second wheel to deflect in a direction opposite to the deviation of the first wheel is executed.

14. The method according to claim 13, characterized in that The correcting the angle of the first wheel includes: The angle of the first wheel is corrected based on a difference between a current actual angle of the first wheel and a target angle until the current actual angle of the first wheel is consistent with the target angle.

15. A controller, characterized in that: include: a storage unit having a computer program stored thereon; A processing unit, configured to execute the computer program in the storage unit to implement the method according to any one of claims 1 to 14.

16. A split steering system, characterized in that: include: a first execution module; A second execution module; and the controller according to claim 15; The controller is used to drive the first wheel to steer through the first execution module, and drive the second wheel to steer through the second execution module.

17. A split steering system, characterized in that: include: a first control unit and a first drive unit, wherein the first control unit is configured to drive the first wheel to deflect in a direction opposite to the direction of deviation of the second wheel through the first drive unit when the second wheel is continuously deviated within a second set time; and / or The second control unit and the second drive unit are configured to drive the second wheel to deflect in the opposite direction of the deviation of the first wheel through the second drive unit when the first wheel is always in the state of deviation within a first set time.

18. The system according to claim 17, wherein: The second control unit is further used to control the automatic correction of the second wheel, and the first control unit is further used to control the automatic correction of the first wheel.

19. The system according to claim 17, wherein: The second control unit and the first control unit are further configured to determine the target angle based on a pre-stored mapping relationship between the steering wheel angle and the target angle.

20. The system according to claim 19, wherein: Also includes: a first sensor, the first control unit being connected to the first sensor, the first sensor being used to detect an actual angle of the first wheel; and / or, The second control unit is connected to the second sensor, and the second sensor is used to detect the actual angle of the second wheel.

21. The system according to claim 20, wherein: The first control unit and the second control unit are connected via a private communication bus.

22. The system according to claim 21, wherein: Also includes: A third control unit, a third driving unit and a third sensor, wherein the third control unit is connected to the third driving unit and the third sensor respectively, and the third control unit is connected to the first control unit; and / or, A fourth control unit, a fourth driving unit and a fourth sensor, wherein the fourth control unit is connected to the fourth driving unit and the fourth sensor respectively, and the fourth control unit is connected to the second control unit.

23. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the computer is caused to implement the method according to any one of claims 1 to 14 .

24. A computer program product, characterized in that The computer program product stores instructions which, when executed by a computer, cause the computer to implement the method of any one of claims 1 to 14 .

25. A vehicle, characterized in that: include: The system according to any one of claims 16 to 22; Or, the controller according to claim 15; Alternatively, a processor, wherein the processor is configured to execute the method according to any one of claims 1 to 14.

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