Vehicle wheel angle determination method, system, vehicle and storage medium

Abstract

The application discloses a wheel angle determination method and system of a vehicle, a vehicle and a storage medium. The vehicle comprises a wheel-side steering system, and the wheel-side steering system at least comprises a motor position sensor, a wheel angle sensor and a motor. The motor position sensor is used for detecting position data of the motor. The method comprises the following steps: detecting a working state of the motor position sensor to obtain a first detection result, and detecting a working state of the wheel angle sensor to obtain a second detection result; determining a target angle determination strategy in a preset angle determination strategy set based on the first detection result and the second detection result, and extracting a sensor data subset corresponding to the target angle determination strategy from a sensor data set of the vehicle; and mapping the sensor data subset into a to-be-output wheel angle according to the target angle determination strategy. The application solves the technical problem of low wheel angle determination accuracy of the vehicle.

Description

Technical Field

[0001] This application relates to the field of vehicle chassis control technology, and more specifically, to a method, system, vehicle, and storage medium for determining the wheel angle of a vehicle. Background Technology

[0002] Currently, in vehicle steering systems, wheel angles (wheel steering angles) are transmitted through mechanical connections, commonly via tie rods connecting the left and right wheels. In this wheel-side steering system, the driver operates the steering wheel, actuating the tie rods to achieve unified control and synchronized adjustment of the steering angles of the left and right wheels. This mechanical linkage mechanism ensures accurate transmission of the driver's intentions, but due to the nature of the physical connection, it limits the possibility of independent operation of the left and right wheels and is not convenient for individual angle control and monitoring. A simpler and more direct method is to indirectly calculate the wheel steering angle by measuring the steering wheel's rotation angle.

[0003] However, the core feature of wheel-side steering systems lies in the decoupling of the left and right wheels, with each wheel's steering angle controlled independently. This setup brings greater flexibility and more complex control strategies. In wheel-side steering systems, the steering angle of each wheel is driven by an independent motor, and the actual steering angle of the wheel is obtained through a motor position sensor (MPS) and a wheel angle sensor. The MPS directly monitors the rotational position of the motor, while the wheel angle sensor measures the wheel's steering angle relative to the vehicle body. The configuration of the MPS is more complex than in traditional vehicle steering systems, thus placing higher demands on the calculation and verification of wheel angles. The methods described above for determining wheel angles in vehicle steering systems cannot be well applied to wheel-side steering systems. Therefore, the technical problem of low accuracy in determining vehicle wheel angles still exists.

[0004] Therefore, no effective solution has yet been proposed to address the above-mentioned problems. Summary of the Invention

[0005] This application provides a method, system, vehicle, and storage medium for determining the wheel angle of a vehicle, to at least partially solve the technical problem of low accuracy in determining the wheel angle of a vehicle.

[0006] According to one aspect of the embodiments of this application, a method for determining the wheel angle of a vehicle is provided. The vehicle includes a wheel-side steering system, which includes at least a motor position sensor, a wheel angle sensor, and a motor. The motor position sensor is used to detect the position data of the motor, and the wheel angle sensor is used to detect the wheel angle of the wheels in the vehicle. The method may include: detecting the working state of the motor position sensor to obtain a first detection result, and detecting the working state of the wheel angle sensor to obtain a second detection result, wherein the first detection result is used to indicate whether the working state of the motor position sensor is a valid working state or an invalid working state, and the second detection result is used to indicate whether the working state of the wheel angle sensor is a valid working state or an invalid working state; based on the first detection result and the second detection result, determining a target angle determination strategy from a preset angle determination strategy set, and extracting a subset of sensor data corresponding to the target angle determination strategy from the vehicle's sensor dataset, wherein the target angle determination strategy is used to represent the rule for mapping the subset of sensor data to the wheel angle to be output of the vehicle, and the sensor dataset includes at least one of the following: a first wheel angle of the wheel converted from the position data detected by the motor position sensor on the motor, and a second wheel angle detected by the wheel angle sensor on the wheel; mapping the subset of sensor data to the wheel angle to be output according to the target angle determination strategy.

[0007] Optionally, the first wheel angle includes at least one of the following: a first initial wheel angle converted from the initial position data detected by the motor by the motor position sensor at an initial moment; a memory wheel angle converted from the historical wheel angle corresponding to the motor position sensor, wherein the historical wheel angle is obtained based on the historical position data detected by the motor by the motor position sensor at a historical moment, and the historical wheel angle is stored by the wheel-side steering system when it is powered down during the historical period; a first current wheel angle converted from the current position data detected by the motor by the motor position sensor at the current moment; the second wheel angle includes at least one of the following: a second initial wheel angle detected by the wheel angle sensor at an initial moment; a second current wheel angle detected by the wheel angle sensor at the current moment.

[0008] Optionally, the target angle determination strategy includes a first target angle determination strategy, which represents a rule for mapping a first subset of sensor data in the sensor dataset to a wheel angle to be output. The first subset of sensor data includes: a first initial wheel angle, a second initial wheel angle, and a first current wheel angle, or a second current wheel angle. Based on the first detection result and the second detection result, a target angle determination strategy is determined from a preset set of angle determination strategies. The process also includes extracting a subset of sensor data corresponding to the target angle determination strategy from the vehicle's sensor dataset. This includes: when the first detection result indicates that the motor position sensor is in a valid working state, and the second detection result indicates that the wheel angle sensor is in a valid working state, determining the first target angle determination strategy from the preset set of angle determination strategies, and extracting the first subset of sensor data corresponding to the first target angle determination strategy from the sensor dataset.

[0009] Optionally, according to the target angle determination strategy, the sensor data subset is mapped to the wheel angle to be output, including: when the resolution of the motor position sensor is higher than or equal to the resolution of the wheel angle sensor, according to the first target angle determination strategy, the following steps are performed: using the first initial wheel angle and the second initial wheel angle in the first sensor data subset, the first current wheel angle in the first sensor data subset is adjusted to obtain the wheel angle to be output.

[0010] Optionally, the method may further include: when the angle difference between the wheel angle to be output and the second current wheel angle exceeds an angle threshold, updating the wheel angle to be output to the second current wheel angle.

[0011] Optionally, according to the target angle determination strategy, the subset of sensor data is mapped to the wheel angle to be output, including: when the resolution of the motor position sensor is lower than the resolution of the wheel angle sensor, according to the first target angle determination strategy, the following steps are performed: the second current wheel angle in the first subset of sensor data is determined as the wheel angle to be output.

[0012] Optionally, the target angle determination strategy includes a second target angle determination strategy, which represents the rule for mapping a second subset of sensor data in the sensor dataset to the wheel angle to be output. The second subset of sensor data includes: a second current wheel angle. Based on the first detection result and the second detection result, a target angle determination strategy is determined in a preset set of angle determination strategies. The extraction of a subset of sensor data corresponding to the target angle determination strategy from the vehicle's sensor dataset includes: when the first detection result indicates that the motor position sensor is in an invalid working state and the second detection result indicates that the wheel angle sensor is in a valid working state, a second target angle determination strategy is determined in the preset set of angle determination strategies, and the extraction of a subset of sensor data corresponding to the second target angle determination strategy from the sensor dataset.

[0013] Optionally, according to the target angle determination strategy, the subset of sensor data is mapped to the wheel angle to be output, including: according to the second target angle determination strategy, the following steps are performed: the second current wheel angle in the second subset of sensor data is determined as the wheel angle to be output.

[0014] Optionally, the angle determination strategy includes a third target angle determination strategy, which represents the rule for mapping a third subset of sensor data in the sensor dataset to the wheel angle to be output. The third subset of sensor data includes: a memory wheel angle, a first current wheel angle, and a first initial wheel angle. Based on the first detection result and the second detection result, a target angle determination strategy is determined in a preset set of angle determination strategies. The third subset of sensor data corresponding to the target angle determination strategy is extracted from the vehicle's sensor dataset. This includes: when the first detection result indicates that the motor position sensor is in a valid working state, and the second detection result indicates that the wheel angle sensor is in an invalid working state, the third target angle determination strategy is determined in the preset set of angle determination strategies, and the third subset of sensor data corresponding to the third target angle determination strategy is extracted from the sensor dataset.

[0015] Optionally, according to the target angle determination strategy, the sensor data subset is mapped to the wheel angle to be output, including: according to the third target angle determination strategy, the following steps are performed: using the first initial wheel angle and the memorized wheel angle in the third sensor data subset, the first current wheel angle in the third sensor data subset is adjusted to obtain the wheel angle to be output.

[0016] Optionally, the wheel-side steering system includes a reduction mechanism, and the method further includes at least one of the following: converting initial position data into a first initial wheel angle using the transmission ratio of the reduction mechanism; obtaining historical wheel angles stored in the wheel-side steering system during the last power-off period from the vehicle's memory; adjusting the historical wheel angles based on the first initial wheel angles; converting the adjusted historical wheel angles into memory wheel angles using the transmission ratio; and converting current position data into a first current wheel angle using the transmission ratio.

[0017] Optionally, the method further includes: when the first detection result is that the working state of the motor position sensor is invalid, and the second detection result is that the working state of the wheel angle sensor is invalid, outputting a prompt message, wherein the prompt message is used to indicate that the wheel angle to be output is an invalid wheel angle.

[0018] According to another aspect of the embodiments of this application, a wheel angle determination system for a vehicle is also provided. The system includes: a motor position sensor, a wheel angle sensor, a motor, a controller, and an output terminal. The motor position sensor is used to detect the position data of the motor, which is used to convert the position data into a first wheel angle of a wheel in the vehicle. The wheel angle sensor is used to detect a second wheel angle. The controller is used to detect the operating state of the motor position sensor to obtain a first detection result, and to detect the operating state of the wheel angle sensor to obtain a second detection result. The first detection result indicates whether the operating state of the motor position sensor is valid or invalid, and the second detection result indicates whether the operating state of the wheel angle sensor is valid or invalid. Based on the first and second detection results, a target angle determination strategy is determined from a preset set of angle determination strategies. A subset of sensor data corresponding to the target angle determination strategy is extracted from the vehicle's sensor dataset. The target angle determination strategy represents a rule for mapping the subset of sensor data to the wheel angle to be output of the vehicle. The sensor dataset includes at least one of the following: a first wheel angle and a second wheel angle. The sensor data subset is mapped to the wheel angle to be output according to the target angle determination strategy. The output terminal is used to output the wheel angle to be output.

[0019] According to another aspect of the embodiments of this application, a wheel angle determination device for a vehicle is also provided. The device includes: a detection unit, configured to detect the operating state of a motor position sensor to obtain a first detection result, and to detect the operating state of a wheel angle sensor to obtain a second detection result, wherein the first detection result indicates whether the operating state of the motor position sensor is a valid operating state or an invalid operating state, and the second detection result indicates whether the operating state of the wheel angle sensor is a valid operating state or an invalid operating state; a determination unit, configured to determine a target angle determination strategy from a preset set of angle determination strategies based on the first and second detection results, and to extract a subset of sensor data corresponding to the target angle determination strategy from the vehicle's sensor dataset, wherein the target angle determination strategy represents a rule for mapping the subset of sensor data to a wheel angle to be output for the vehicle, and the sensor dataset includes at least one of the following: a first wheel angle converted from position data detected by the motor position sensor on the motor, and a second wheel angle detected by the wheel angle sensor on the wheel; and a mapping unit, configured to map the subset of sensor data to a wheel angle to be output according to the target angle determination strategy.

[0020] According to another aspect of the embodiments of this application, an electronic device is also provided, including: a memory storing an executable program; and a processor for running the program, wherein the program executes the methods in various embodiments of this application when it runs.

[0021] According to another aspect of the embodiments of this application, a computer-readable storage medium is also provided, the computer-readable storage medium including a stored executable program, wherein, when the executable program is running, it controls the device where the computer-readable storage medium is located to perform the methods of various embodiments of this application.

[0022] According to another aspect of the embodiments of this application, a computer program product is also provided, including a computer program that, when executed by a processor, implements the methods of various embodiments of this application.

[0023] According to another aspect of the embodiments of this application, a computer program product is also provided, including a non-volatile computer-readable storage medium storing a computer program, which, when executed by a processor, implements the methods in various embodiments of this application.

[0024] According to another aspect of the embodiments of this application, a computer program is also provided, which, when executed by a processor, implements the methods of the various embodiments of this application.

[0025] According to another aspect of the embodiments of this application, a vehicle is also provided, including a memory and a processor, the memory storing an executable program and the processor for running the program, wherein the program executes the methods of various embodiments of this application when it runs.

[0026] In this embodiment, if it is necessary to determine the wheel angle of a vehicle, the operating state of the motor position sensor in the vehicle can be detected to obtain a first detection result. Alternatively, the operating state of the wheel angle sensor in the vehicle can be detected to obtain a second detection result. Based on the first and second detection results, a target angle determination strategy can be determined from a preset set of angle determination strategies, and a subset of sensor data corresponding to the target angle determination strategy can be extracted from the vehicle's sensor dataset. Thus, according to the target angle determination strategy, the sensor data subset is mapped to the wheel angle to be output. In this embodiment, by detecting the operating states of the motor position sensor and the wheel angle sensor respectively, it is indicated whether both the motor position sensor and the wheel angle sensor are in a valid operating state. Based on the detection results corresponding to the two sensors, a suitable target angle determination strategy is determined from a large number of angle determination strategies, and a subset of sensor data matching the current operating states of the two sensors is selected from the vehicle's sensor dataset. This ensures that the most suitable wheel angle calculation method is used under different operating states. By implementing a selected target angle determination strategy, a subset of sensor data is accurately mapped to the wheel angle to be output, thereby achieving high-precision wheel angle determination even under conditions where two sensors may be ineffective (failure or error). This method not only enhances the accuracy of wheel angle determination but also improves the robustness and safety of the wheel-side steering system through a redundancy check mechanism, effectively solving the technical problem of low accuracy in vehicle wheel angle determination and achieving the technical effect of improving the accuracy of vehicle wheel angle determination. Attached Figure Description

[0027] The accompanying drawings, which are included to provide a further understanding of this application and form part of this application, illustrate exemplary embodiments and are used to explain this application, but do not constitute an undue limitation of this application. In the drawings:

[0028] Figure 1 This is a flowchart illustrating a method for determining the wheel angle of a vehicle according to an embodiment of this application;

[0029] Figure 2 This is a flowchart illustrating a method for calculating the wheel-side steering wheel angle and redundancy verification according to an embodiment of this application;

[0030] Figure 3 This is a schematic diagram of a vehicle wheel angle determination system according to an embodiment of this application;

[0031] Figure 4 This is a schematic diagram of a vehicle wheel angle determination device according to an embodiment of this application;

[0032] Figure 5 This is a structural block diagram of a vehicle according to an embodiment of this application. Detailed Implementation

[0033] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present application.

[0034] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0035] According to an embodiment of this application, a method for determining the wheel angle of a vehicle is provided. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0036] This application provides a method for determining the wheel angle of a vehicle. The method for determining the wheel angle of a vehicle can be used to determine the wheel angle of a vehicle. The aforementioned preset application scenarios can include the following scenarios in the vehicle field: commuting autonomous driving scenarios (commuting scenarios), artificial intelligence (AI) assisted driving scenarios for private cars, automatic parking assistance (APA) scenarios (such as memory parking for self-owned parking spaces in garages, intelligent parking for designated parking spaces in parking lots, etc.), and intelligent navigation assistance (NGP) scenarios in urban areas or highway areas. Furthermore, the aforementioned preset application scenarios may also include, but are not limited to: trajectory planning scenarios for intelligent driving trucks or unmanned trucks in the logistics and transportation field, trajectory planning scenarios for autonomous agricultural vehicles in the agricultural machinery field, trajectory planning scenarios for unmanned aerial vehicles, and trajectory planning scenarios for intelligent robots (such as cleaning robots, service robots, delivery robots, etc.).

[0037] When the aforementioned preset application scenario is a scenario in a field other than the vehicle field, those skilled in the art should understand that the vehicle in the above-mentioned method for determining the wheel angle of a vehicle can be replaced with other objects (such as agricultural machinery, drones, robots, etc.), and correspondingly, the determination of the vehicle's movement trajectory can be replaced with the determination of the movement trajectory related to other objects. Based on this, this application embodiment takes the vehicle field as an example to illustrate the specific implementation of the above-mentioned method for determining the wheel angle of a vehicle.

[0038] Figure 1 This is a flowchart illustrating a method for determining the wheel angle of a vehicle according to an embodiment of this application, such as... Figure 1 As shown, the method includes the following steps:

[0039] Step S102: Detect the working status of the motor position sensor to obtain a first detection result, and detect the working status of the wheel angle sensor to obtain a second detection result.

[0040] In the technical solution provided in step S102 of this application, the vehicle includes a wheel-side steering system, which includes at least: a motor position sensor, a wheel angle sensor, and a motor. The motor position sensor can be used to detect the position data of the motor. The wheel angle sensor can be used to detect the wheel angle of the wheels in the vehicle. A first detection result can be used to indicate whether the working state of the motor position sensor is a valid working state or an invalid working state. A second detection result can be used to indicate whether the working state of the wheel angle sensor is a valid working state or an invalid working state.

[0041] In this embodiment, the motor position sensor can be used to detect the rotational position of the motor in real time, thereby indirectly reflecting the angle change of the wheel and providing absolute or relative position information of the motor shaft. The wheel angle sensor (WPS) can be a vehicle angle sensor. The wheel angle sensor can be used to measure the steering angle of the wheel relative to the vehicle body. Based on the motor position sensor, the wheel angle sensor can increase the redundancy of angle measurement, helping to improve the overall reliability of wheel angle measurement. The motor is the actuator in the wheel-side steering system, used to convert steering commands into wheel steering actions. The motor's response speed and control accuracy affect the steering performance. In the wheel-side steering system, each wheel is equipped with an independent motor, enabling precise independent steering control, but also increasing the need for wheel angle monitoring and calibration.

[0042] Optionally, the first detection result can be used to reflect the working status of the motor position sensor. The second detection result can be used to reflect the working status of the wheel angle sensor. The first and second detection results can promptly identify potential faults or abnormal readings of the motor position sensor and wheel angle sensor, thereby facilitating the implementation of appropriate measures to avoid steering control errors caused by incorrect wheel angles.

[0043] In this embodiment, the operating status of the motor position sensor can be detected in real time to obtain a first detection result. Alternatively, the operating status of the wheel angle sensor can be detected in real time to obtain a second detection result.

[0044] Optionally, in the wheel-side steering control system, real-time detection of the effectiveness of the motor position sensor's operating status aims to ensure rapid identification and response to any abnormal conditions of the motor position sensor, including but not limited to sensor failure, signal distortion, or data anomalies. The real-time detection mechanism for the motor position sensor can include the following aspects: signal quality detection, used to check the integrity of the motor position sensor's output signal, such as the signal's frequency, amplitude, and periodicity, to determine if the signal has been interfered with or damaged; data consistency verification, used to compare the current reading of the motor position sensor with historical readings, or with expected behavior patterns (e.g., the angle change pattern during motor rotation), to verify the rationality and consistency of the data; redundant sensor comparison, if multiple motor position sensors are configured in the wheel-side steering system, the differences in readings between multiple motor position sensors can be compared; if the difference in readings exceeds a certain threshold, it may indicate that one of the motor position sensors has failed; temperature and voltage monitoring, which can be used to monitor the temperature and power supply voltage of the motor position sensor and its surrounding environment. Abnormal temperature or voltage fluctuations may affect the performance of the motor position sensor, leading to reading errors.

[0045] It should be noted that the above-mentioned real-time detection mechanism of the motor position sensor is only an example and is not specifically limited here. Any method and process that can assess whether the working state of the motor position sensor is in an effective or ineffective working state, and facilitate the customization of corresponding angle determination strategies to determine a more accurate wheel angle, is within the protection scope of the embodiments of this application.

[0046] Optionally, real-time monitoring of the wheel angle sensor's operating status ensures that the wheel-side steering system responds immediately to wheel angle sensor malfunctions or performance degradation, avoiding reduced steering control accuracy due to angle measurement errors. Real-time monitoring mechanisms for wheel angle sensors can include the following aspects: signal strength and stability checks, used to evaluate the strength and stability of the wheel angle sensor's output signal to ensure the validity and accuracy of the wheel angle (angle data); angle data verification, used to verify the rationality of the angle data by matching it with the vehicle's driving state, for example, the wheel angle should remain constant when the vehicle is traveling straight; comparison with motor position data, used to compare the angle data acquired by the wheel angle sensor with the angle data acquired by the motor position sensor, especially when there is a mathematical relationship between the two, inconsistent angle data may indicate a malfunction in one of the sensors; and environmental factor impact assessment, used to monitor environmental factors that may affect the accuracy of the wheel angle sensor, such as vibration, temperature changes, and electromagnetic interference, and to assess the impact of the wheel angle sensor on wheel angle readings.

[0047] It should be noted that the above-described real-time detection method for wheel angle sensors is merely an example and is not specifically limited here. Any method or process that can assess whether the working state of the wheel angle sensor is in an effective or ineffective working state, and facilitates the customization of corresponding angle determination strategies to determine a more accurate wheel angle, is within the protection scope of the embodiments of this application.

[0048] In this embodiment, by real-time monitoring of the operating status of the motor position sensor and wheel angle sensor, immediate health diagnostic information can be provided to the wheel-side steering control system. The normal and abnormal states of these two sensors can be quickly identified based on the first and second detection results, effectively ensuring the accuracy and safety of vehicle steering control.

[0049] Step S104: Based on the first detection result and the second detection result, determine the target angle determination strategy from the preset angle determination strategy set, and extract the sensor data subset corresponding to the target angle determination strategy from the vehicle's sensor dataset.

[0050] In the technical solution provided in step S104 of this application, the preset angle determination strategy set includes at least one angle determination strategy. The angle determination strategy set can be a set of preset algorithms or logical rules to cope with various possible combinations of sensor operating states. The angle determination strategy aims to ensure that even in the event of sensor failure or poor operating conditions, the wheel angle can be calculated as accurately as possible based on remaining valid information or historical data to maintain the performance and safety of steering control.

[0051] Optionally, the angle determination strategies in the set of angle determination strategies may include: a dual-sensor effective strategy, a single-sensor effective strategy, and a dual-sensor ineffective strategy. The dual-sensor effective strategy involves combining the output data of both sensors (the detection results corresponding to each sensor) when both the motor position sensor and the wheel angle sensor are simultaneously effective, and then calculating and verifying to obtain a precise wheel angle. The single-sensor effective strategy may include a single-motor position sensor effective strategy and a wheel angle sensor effective strategy.

[0052] Optionally, a strategy where only the motor position sensor is active can be implemented when the wheel angle sensor fails but the motor position sensor is still operational. In this case, an angle calculation method primarily based on motor position information will be used, which can be corrected by utilizing memorized wheel angle and initial position data. Alternatively, a strategy where only the wheel angle sensor is active can be implemented when the motor position sensor fails but the wheel angle sensor is active. In this case, angle calculation will heavily rely on the wheel angle sensor data, which can be combined with vehicle speed, direction, and other available information to compensate for the lack of motor position data.

[0053] Optionally, the dual-sensor invalidation strategy can be a strategy that can be switched to when neither sensor can provide valid data. It can be manifested as outputting a special flag to inform downstream systems (such as vehicle stability control systems, autonomous driving modules, etc.) that the wheel angle data is currently unreliable, thereby triggering corresponding safety measures or restricting the use of control functions.

[0054] Optionally, the target angle determination strategy is used to represent the rules for mapping a subset of sensor data to the output wheel angles of the vehicle. The sensor dataset includes at least one of the following: position data detected by the motor position sensor for the motor, converted to a first wheel angle, and a second wheel angle detected by the wheel angle sensor for the wheel.

[0055] In this embodiment, the angle determination strategy can be a wheel angle calculation method. The angle determination strategy ensures that the wheel-side steering system can still provide accurate wheel angle output even when some sensors fail. That is, by selecting a wheel angle calculation method suitable for the current two sensor configurations, the accuracy of steering control can be maintained or restored. The angle determination strategy can include the following types: a dual-sensor fusion strategy, which uses a fusion algorithm to calculate the wheel angle by combining the angle data determined by the two sensors when both sensors are in working condition; a single-sensor strategy, which calculates the wheel angle based on the angle data obtained by the sensor in working condition when only one sensor is in working condition and the other is not; and a fail-safe strategy, which enters a preset safety mode when both sensors are in working condition, outputting a default or conservative wheel angle, or directly sending invalid vehicle angle information to the downstream control software to prevent dangerous behavior caused by erroneous data.

[0056] It should be noted that the number and types of angle determination strategies mentioned above are merely illustrative examples and are not specifically limited here. Any calculation method that can specifically determine the accurate wheel angle for the effective or ineffective working states of the two sensors is within the protection scope of the embodiments of this application.

[0057] Optionally, the sensor dataset may include sensor output data available in the wheel-side steering system, not limited to data acquired by the motor position sensor and wheel angle sensor, but also including information from other relevant sensors, such as speed sensors and acceleration sensors. A subset of sensor data may be a selection of sensor data from the sensor dataset, chosen based on the current operating status of the motor position sensor and wheel angle sensor. For example, if both sensors are operational, the subset may include angle data converted from the motor position sensor and angle data directly measured by the wheel angle sensor. If either sensor is inoperable, the subset may include angle data from the other operational sensor. The output wheel angle may be the actual wheel angle.

[0058] In this embodiment, after detecting the operating states of both the motor position sensor and the vehicle angle sensor to obtain a first detection result and a second detection result, an angle determination strategy corresponding to the first and second detection results can be determined. Furthermore, a subset of sensor data corresponding to the first and second detection results can be determined from the vehicle's sensor dataset.

[0059] Optionally, the first and second detection results can be used to determine whether the motor position sensor and wheel angle sensor are in effective working condition, thereby selecting the appropriate angle calculation method. For example, based on the working status of the two sensors, an angle determination strategy that suits the current situation can be selected from three options: a dual-sensor fusion strategy, a single-sensor strategy, and a fail-safe strategy. For instance, if both sensors are in effective working condition, the angle data determined by both sensors can be comprehensively considered, and data fusion algorithms, such as Kalman filtering and complementary filtering, can be used to optimize the wheel angle calculation result. Through the aforementioned dual-sensor fusion strategy, the advantages of both sensors are fully utilized, improving the accuracy and reliability of angle measurement.

[0060] Optionally, the selection of the sensor data subset can also be based on the validity of the sensors; that is, sensor data for angle calculation can be selected from the sensor datasets corresponding to sensors that are in effective working condition. This process ensures that angle calculations use only reliable data sources, avoiding calculation deviations caused by erroneous or invalid data. If both sensors are in effective working condition, the sensor data subset can include angle data determined by the motor's rotational position collected by the motor position sensor, and angle data directly measured by the wheel angle sensor. If the motor position sensor is in effective working condition, but the wheel angle sensor is in an ineffective working condition, the sensor data subset can include angle data determined by the motor's rotational position collected by the motor position sensor.

[0061] Step S106: Determine the strategy according to the target angle and map the subset of sensor data to the wheel angle to be output.

[0062] In the technical solution provided by step S106 of this application, after determining the target angle determination strategy corresponding to the first detection result and the second detection result, and after determining the sensor data subset, the sensor data subset can be mapped to the wheel angle to be output according to the target angle determination strategy.

[0063] In this embodiment, a specific data processing method is derived from the target angle determination strategy. For example, if the target angle determination strategy indicates that the sensor data from both the motor position sensor and the wheel angle sensor should be fused, then the sensor data acquired by the two sensors in the sensor data subset will be processed according to the parameter settings and operation procedures of the data fusion algorithm to obtain the final output wheel angle. If only one sensor is in an effective working state, its sensor data can be used directly for angle calculation. In this case, the vehicle's driving state and other system information (such as speed, acceleration, etc.) can be combined to correct and predict the trend of wheel angle changes to compensate for the information loss caused by the absence of the other sensor.

[0064] Optionally, after calculating or predicting the wheel angles as described above, the output wheel angle can be obtained. This output wheel angle can then be verified, for example, by checking its rationality and feasibility. The verification process may include comparing it with the vehicle's current driving conditions or checking its consistency with other system outputs. After verification, the output wheel angle is transmitted to the downstream control system for further reference in vehicle steering operations.

[0065] In the embodiments provided by steps S102 to S106 of this application, if it is necessary to determine the wheel angle of a vehicle, the working state of the motor position sensor in the vehicle can be detected to obtain a first detection result. Alternatively, the working state of the wheel angle sensor in the vehicle can be detected to obtain a second detection result. Based on the first and second detection results, a target angle determination strategy can be determined from a preset set of angle determination strategies, and a subset of sensor data corresponding to the target angle determination strategy can be extracted from the vehicle's sensor dataset. Thus, according to the target angle determination strategy, the subset of sensor data is mapped to the wheel angle to be output. In this embodiment, by detecting the working states of the motor position sensor and the wheel angle sensor respectively, it is indicated whether both the motor position sensor and the wheel angle sensor are in a valid working state. Based on the detection results corresponding to the two sensors respectively, a suitable target angle determination strategy is determined from a large number of angle determination strategies, and a subset of sensor data matching the current working states of the two sensors is selected from the vehicle's sensor dataset. This ensures that the most suitable wheel angle calculation method is used under different working states. By implementing a selected target angle determination strategy, a subset of sensor data is accurately mapped to the wheel angle to be output, thereby achieving high-precision wheel angle determination even under conditions where two sensors may be ineffective (failure or error). This method not only enhances the accuracy of wheel angle determination but also improves the robustness and safety of the wheel-side steering system through a redundancy check mechanism, effectively solving the technical problem of low accuracy in vehicle wheel angle determination and achieving the technical effect of improving the accuracy of vehicle wheel angle determination.

[0066] The first wheel angle and the second wheel angle in the above embodiments will be further explained below.

[0067] As an optional implementation, the first wheel angle includes at least one of the following: a first initial wheel angle converted from the initial position data detected by the motor by the motor position sensor at an initial moment; a memory wheel angle converted from the historical wheel angle corresponding to the motor position sensor, wherein the historical wheel angle is obtained based on the historical position data detected by the motor by the motor position sensor at a historical moment, and the historical wheel angle is stored by the wheel-side steering system when it is powered down during the historical period; a first current wheel angle converted from the current position data detected by the motor by the motor position sensor at the current moment; the second wheel angle includes at least one of the following: a second initial wheel angle detected by the wheel angle sensor at an initial moment; a second current wheel angle detected by the wheel angle sensor at the current moment.

[0068] In this embodiment, the first wheel angle may include: the first initial wheel angle data converted from the initial position data obtained by the motor position sensor detecting the motor at an initial moment. It may also include the memory wheel angle converted from the historical wheel angle corresponding to the motor position sensor. Furthermore, it may include the first current wheel angle converted from the current position data obtained by the motor position sensor detecting the motor at the current moment. The initial position data can be the initial value obtained by the motor position sensor. The first initial wheel angle can be the initial wheel angle (WheelAnglenit) obtained by the motor position sensor. MPS Historical wheel angles can be the motor angle values ​​stored when the wheel-side steering system was last powered down. Historical position data can be the motor position at a historical moment. Current position data can be the motor position sensor value detected at the current moment. Memory wheel angles can be obtained by converting the adjusted historical wheel angles through the gear ratio, and can be achieved using WheelAngleMem. MPS This is represented. The first current wheel angle can be the wheel angle obtained through the motor position sensor. MPS .

[0069] Optionally, the second wheel angle may include: a second initial wheel angle obtained by the wheel angle sensor detecting the wheel at an initial moment. It may also include a second current wheel angle obtained by the wheel angle sensor detecting the wheel at the current moment. The second initial wheel angle can be the initial value of the wheel angle sensor, WheelAnglenit. WPS The second current wheel angle can be the value from the wheel angle sensor. WPS .

[0070] Optionally, the detection of the motor position by the motor position sensor at different times (initial, historical, current) is converted into three different states of the wheel angle: the first initial wheel angle, the memory wheel angle, and the first current wheel angle.

[0071] Optionally, when the motor starts or the wheel-side steering system is powered on, the MPS acquires the initial position information of the motor. Using the known gear ratio of the reduction mechanism or the mechanical connection characteristics between the motor and the wheel, the initial position data is converted into a first initial wheel angle.

[0072] Optionally, the first initial wheel angle (WheelAngleit) MPS The historical wheel angles are compared with those of the past. By analyzing the possible differences between the two, errors caused by minor movements during vehicle parking or inconsistencies in data before and after system restarts are eliminated. These differences may stem from zero-point offset of the motor position sensor during system restart, or slight wheel movement while stationary due to external factors (such as wind or uneven ground). The adjustment process can be handled using simple interpolation calculations or complex algorithm fusion (such as Kalman filters) to ensure that the adjusted historical wheel angles better reflect the current situation.

[0073] Optionally, the historical wheel angles after the above adjustments are converted using the transmission ratio of the reduction mechanism to obtain the memory wheel angle (WheelAngleMem). MPS The above conversion is to ensure that the memorized wheel angle matches the real-time wheel angle data in terms of units and magnitude, facilitating subsequent comparison, verification, and comprehensive calculation. In summary, the adjusted historical wheel angle and the memorized wheel angle are obtained through a conversion using the transmission ratio.

[0074] Optionally, the motor angle stored when the wheel-side steering system was last powered down can be appropriately adjusted after the wheel-side steering system restarts, taking into account the slight displacement that may occur during the power-down period, to compensate for changes in wheel position during the non-operational state. Based on stored historical position data and adjustment strategies, the memorized wheel angles are calculated to provide historical wheel angles for the wheel-side steering system. The MPS continuously monitors the real-time position of the motor during the current operation. Real-time monitoring of wheel angle changes is achieved, and a first current wheel angle is obtained through real-time conversion of motor position data and transmission ratio, reflecting the real-time steering state of the wheels.

[0075] Optionally, the second wheel angle is directly derived from a wheel angle sensor, which is independent of the motor position sensor and directly installed at a critical location on the wheel or steering system to monitor direct changes in wheel angle: the wheel angle sensor takes its first reading of the wheel angle when the wheel-side steering system is activated or the vehicle is powered on. By providing a direct initial wheel angle value (the second initial wheel angle), unaffected by motor position sensor data, it serves as a benchmark for verification and comparison. The wheel angle sensor continuously monitors real-time changes in wheel angle during vehicle operation. This provides direct angle information for the vehicle's dynamic steering control, resulting in the second current wheel angle.

[0076] Optionally, by acquiring the first and second wheel angles using the two different types of sensor data mentioned above, the wheel-side steering system can achieve redundant verification and fusion of sensor data. Under normal circumstances, the first and second current wheel angles are used to cross-check each other, ensuring the accuracy and reliability of the wheel angle data. However, if either sensor fails or its data is abnormal, the wheel angle can be estimated by relying on the sensor data acquired by the other sensor, or by combining historical data and vehicle status, thereby ensuring the continuity and safety of steering control.

[0077] In this embodiment, the combined use of a motor position sensor and a wheel angle sensor enables the acquisition of wheel angles from multiple angles (motor position, wheel direct angle), enhancing the comprehensiveness and reliability of wheel angle determination. Even in the event of a single sensor failure, wheel angle estimation can be performed using data from other sensors or historical information, providing redundancy and safety. This allows for the acquisition of accurate wheel angle data under various operating conditions (such as system restart, short-term operation, or long-term operation), ensuring the stable performance of the wheel-side steering system in various environments.

[0078] The following section further explains how to determine the target angle determination strategy based on the first detection result and the second detection result, and how to determine the sensor data subset corresponding to the target angle determination strategy from the vehicle's sensor dataset, as described in the above embodiments.

[0079] As an optional implementation, the target angle determination strategy includes a first target angle determination strategy, which represents a rule for mapping a first subset of sensor data in the sensor dataset to a wheel angle to be output. The first subset of sensor data includes: a first initial wheel angle, a second initial wheel angle, and a first current wheel angle, or a second current wheel angle. Based on the first detection result and the second detection result, a target angle determination strategy is determined from a preset set of angle determination strategies. The strategy also includes extracting a subset of sensor data corresponding to the target angle determination strategy from the vehicle's sensor dataset. This includes: when the first detection result indicates that the motor position sensor is in a valid working state, and the second detection result indicates that the wheel angle sensor is in a valid working state, determining the first target angle determination strategy from the preset set of angle determination strategies, and extracting the first subset of sensor data corresponding to the first target angle determination strategy from the sensor dataset.

[0080] In this embodiment, during the process of determining the target angle determination strategy and the sensor data subset, if the first detection result indicates that the motor position sensor is in a valid working state, and the second detection result indicates that the wheel angle sensor is in a valid working state, then the target angle determination strategy can be determined as the first target angle determination strategy, and the first sensor data subset can be determined from the sensor dataset. The first target angle determination strategy can be used to represent the rule for mapping the first sensor data subset in the sensor dataset to the wheel angle to be output. The first sensor data subset may include: a first initial wheel angle, a second initial wheel angle, and a first current wheel angle, or a second current wheel angle.

[0081] Optionally, the target angle determination strategy can be a set of rules used to guide how to process sensor data from different sensors to output the most accurate and reliable wheel angle. The core of setting the target angle determination strategy lies in how to select and calculate the wheel angle that best suits the current situation under the operating conditions and data quality of various sensors.

[0082] Optionally, when both the first detection result (motor position sensor) and the second detection result (wheel angle sensor) are in a valid working state, that is, both sensors are working normally and providing usable data, the first target angle determination strategy adopted at this time is the method that requires wheel angle determination. The first sensor data subset can be a part of the sensor data set that affects the wheel angle calculation, and may include the first initial wheel angle, the second initial wheel angle, and the first current wheel angle, or it may only include the second current wheel angle.

[0083] Optionally, the wheel-side steering control system verifies the status of the motor position sensor and the wheel angle sensor. Only when both sensors are in effective working condition can the application of the first target angle determination strategy be triggered. Subsequently, according to the requirements of the first target angle determination strategy, necessary sensor data is selected from the sensor dataset. This can be done by adding the current real-time data (first current wheel angle) to the initial angle data corresponding to a set of motor position sensors (first initial wheel angle, second initial wheel angle), or by directly using the latest wheel angle sensor data (second current wheel angle) acquired by the wheel angle sensor. Based on the selected first sensor data subset, the preset first target angle determination strategy is used to calculate the wheel angle to be output. The first target angle determination strategy may include data fusion algorithms, error correction methods, or other mathematical models to ensure that the final output wheel angle is both accurate and reliable.

[0084] In this embodiment, by simultaneously utilizing data from the motor position sensor and the wheel angle sensor, the redundancy of the wheel angle is increased, enabling the wheel-side steering system to self-correct when slight deviations occur, thus improving the integrity of the wheel angle. The first target angle determination strategy can use two independent sets of initial wheel angle information for mutual verification, enhancing the accuracy of the wheel-side steering system in setting the initial state. The real-time acquired first current wheel angle can promptly reflect changes in wheel motion, and combined with the second current wheel angle, it enables the wheel-side steering system to respond quickly, improving the accuracy and reaction speed of steering control.

[0085] The following describes how, in the above embodiments, a strategy is determined according to the target angle to map a subset of sensor data to the wheel angle to be output.

[0086] As an optional implementation, step S106, mapping a subset of sensor data to a wheel angle to be output according to a target angle determination strategy, includes: when the resolution of the motor position sensor is higher than or equal to the resolution of the wheel angle sensor, performing the following steps according to the first target angle determination strategy: using the first initial wheel angle and the second initial wheel angle in the first subset of sensor data, adjusting the first current wheel angle in the first subset of sensor data to obtain the wheel angle to be output.

[0087] In this embodiment, during the process of mapping a subset of sensor data to the wheel angle to be transmitted according to the target angle determination strategy, if the resolution of the motor position sensor is higher than or equal to the resolution of the wheel angle sensor, the following steps can be performed according to the first target angle determination strategy to obtain the wheel angle to be output: using the first initial wheel angle and the second initial wheel angle in the first sensor data subset, the first current wheel angle in the first sensor data subset is adjusted to obtain the wheel angle to be output.

[0088] Optionally, if the resolution of the motor position sensor is higher than or equal to the resolution of the wheel angle sensor, it indicates that the motor position sensor can provide more refined position data, which is an advantage in wheel angle calculation. In this case, the first target angle determination strategy will utilize the aforementioned resolution advantage, combined with the initial angle data, to adjust and optimize the current wheel angle (first current wheel angle).

[0089] Optionally, the first current wheel angle can be the wheel angle obtained by converting the motor position detected by the motor position sensor during real-time operation through the transmission ratio. Considering the high resolution of the motor position sensor, the wheel-side steering system can more finely monitor minute changes in the motor's position, thus calculating the wheel angle more accurately. However, since the resolution of the wheel angle sensor may be relatively low, its data may have a larger error range. Therefore, the wheel-side steering system can adopt the following strategy to adjust the first current wheel angle: correct the first current wheel angle using a first initial wheel angle and a second initial wheel angle, for example, by calculating the average of the two initial angles or using more reliable initial angle data as a reference point. This adjustment takes into account the direct measurement results of the wheel angle sensor and the high-resolution advantage of the motor position sensor, thus obtaining a more accurate wheel angle estimate.

[0090] Optionally, the first current wheel angle, after the above adjustments, is combined with the initial verification data and calculated according to a preset mathematical model or algorithm to obtain the final wheel angle to be output. The above calculation process may include error correction, smoothing, filtering or other signal processing techniques to eliminate noise in the data and improve the accuracy of the wheel angle to be output.

[0091] For example, if both the motor position sensor and the wheel angle sensor are in working order, and if WheelAngle... MPS The resolution is higher than WheelAngle WPS The wheel angle can be determined using the following formula (first target angle determination strategy):

[0092] WheelAngle = WheelAngleInit WPS +WheelAngle MPS -WheelAngleInit MPS

[0093] WheelAngle can be used to represent the wheel angle (the wheel angle to be output).

[0094] In this embodiment, with a high-resolution motor position sensor, the wheel-side steering system, through a first target angle determination strategy, can effectively utilize the verification of initial angle data and the fine-tuning of real-time angle data to output accurate and reliable wheel angle information. This first target angle determination strategy not only fully leverages the performance advantages of the sensors but also significantly improves the accuracy and robustness of angle calculation through data fusion and dynamic adjustment. Furthermore, this design demonstrates how intelligent strategies can optimize the data processing flow in a multi-sensor redundant wheel-side steering system to achieve excellent performance.

[0095] The following section further explains the method for updating the output wheel angle in the above embodiments.

[0096] As an optional implementation, the method may further include: when the angle difference between the wheel angle to be output and the second current wheel angle exceeds an angle threshold, updating the wheel angle to be output to the second current wheel angle.

[0097] In this embodiment, if the angle difference between the wheel angle to be output and the second current wheel angle exceeds the angle threshold, the wheel angle to be output can be updated to the second current wheel angle.

[0098] Optionally, when there is an angle difference between the output wheel angle calculated according to the first target angle determination strategy and the second current wheel angle directly measured by the wheel angle sensor, and the angle difference exceeds a preset angle threshold, the wheel-side steering system can trigger an update mechanism. The angle threshold can be used to determine whether the angle difference between the two sensor data is significant enough to require corrective measures.

[0099] Optionally, the wheel angle to be output (calculated by fusing data from the motor position sensor and wheel angle sensor) is compared with the second current wheel angle. The angle difference between the two is calculated, and if the angle difference exceeds an angle threshold, a significant inconsistency between the two wheel angles is considered to exist. Once the angle difference exceeds the threshold, action is taken immediately to update the wheel angle to be output to the second current wheel angle, i.e., the real-time angle data directly measured by the wheel angle sensor. This update strategy ensures that when the motor position sensor data may produce errors or anomalies, the steering control system can quickly switch to a more reliable angle data source, thereby avoiding potential steering control errors.

[0100] For example, if the WheelAngle and WheelAngle are determined by the strategy from the perspective of the first objective... WPS If the angle difference between the two exceeds the angle threshold, the wheel angle can be updated using the following formula:

[0101] WheelAngle = WheelAngle WPS

[0102] In this embodiment, by directly using real-time data from the wheel angle sensor, deviations in angle calculation can be detected and corrected promptly, ensuring the real-time nature and accuracy of wheel angle information. Even in the event of abnormal data from the motor position sensor, the direct measurement results from the wheel angle sensor can serve as a backup data source, ensuring that the wheel-side steering system will not fail due to the failure of a single sensor, thus enhancing the redundancy, safety, and stability of the wheel-side steering system. The angle difference detection and update mechanism reflects the intelligent decision-making capability of the wheel-side steering system, automatically determining when to use direct measurement data for updates, avoiding potential control errors, and improving the intelligence and response speed of steering control.

[0103] The following section further explains how to map a subset of sensor data to the wheel angle to be output according to the target angle determination strategy in the above embodiments.

[0104] As an optional implementation, step S104, mapping a subset of sensor data to a wheel angle to be output according to a target angle determination strategy, includes: when the resolution of the motor position sensor is lower than the resolution of the wheel angle sensor, performing the following steps according to the first target angle determination strategy: determining the second current wheel angle in the first subset of sensor data as the wheel angle to be output.

[0105] In this embodiment, during the process of mapping a subset of sensor data to the wheel angle to be output according to the target angle determination strategy, if the resolution of the motor position sensor is lower than that of the wheel angle sensor, the following steps can be performed according to the first target angle determination strategy: the second current wheel angle in the first subset of sensor data is determined as the wheel angle to be output.

[0106] Optionally, in a wheel-side steering system, when the resolution of the motor position sensor is lower than that of the wheel angle sensor, it means that the data provided by the motor position sensor may be insufficient in accuracy and cannot play a dominant role in angle calculation. In this case, alternative strategies can be adopted to ensure the accuracy and reliability of the wheel angle data.

[0107] Alternatively, when the resolution of the motor position sensor is low, the execution of the first target angle determination strategy will focus on directly utilizing the high-resolution data from the wheel angle sensor.

[0108] Optionally, the resolution difference between the motor position sensor and the wheel angle sensor is detected and confirmed, identifying that the resolution of the motor position sensor is lower than that of the wheel angle sensor. Based on the resolution identification result, a data-first strategy is adopted, that is, the data of the wheel angle sensor, especially the real-time angle information it provides, i.e., the second current wheel angle, is given priority in angle calculation. The second current wheel angle in the first sensor data subset is directly determined as the wheel angle to be output. Direct mapping avoids the conversion and calculation of low-precision data, ensuring high accuracy of the output angle information.

[0109] Optionally, the accuracy of wheel angles directly affects vehicle safety and driving experience. When sensor resolutions differ, prioritizing higher-precision sensor data ensures optimal wheel-side steering system performance. Using low-resolution motor position sensor data for angle conversion and calculation may introduce additional errors, especially during frequent or wide-range steering maneuvers. Directly using high-resolution wheel angle sensor data avoids this risk of error accumulation. Using the second current wheel angle from the wheel angle sensor as the output wheel angle simplifies data processing and calculation, reduces system latency, and improves response speed.

[0110] For example, if WheelAngle MPS The resolution is lower than WheelAngle WPS The wheel angle is then updated using the following formula:

[0111] WheelAngle = WheelAngle WPS

[0112] In this embodiment, when the resolution of the motor position sensor is lower than that of the wheel angle sensor, the high-resolution real-time data from the wheel angle sensor is directly used as the output wheel angle. This is an effective strategy to improve the accuracy and safety of the wheel angle in the wheel-side steering system of intelligent vehicles. This strategy reflects meticulous management of wheel angle quality and wheel-side steering system performance, ensuring that the wheel-side steering system can still provide accurate and reliable wheel angles even when facing challenges related to sensor performance differences.

[0113] The following section further explains how to determine the target angle determination strategy and the method for determining the subset of sensor data corresponding to the target angle determination strategy from the vehicle's sensor dataset in the above embodiments.

[0114] As an optional implementation, the target angle determination strategy includes a second target angle determination strategy. The second target angle determination strategy represents a rule for mapping a second subset of sensor data in the sensor dataset to the wheel angle to be output. The second subset of sensor data includes: a second current wheel angle. Based on the first detection result and the second detection result, a target angle determination strategy is determined in a preset angle determination strategy set. The extraction of a subset of sensor data corresponding to the target angle determination strategy from the vehicle's sensor dataset includes: when the first detection result indicates that the motor position sensor is in an invalid working state, and the second detection result indicates that the wheel angle sensor is in a valid working state, determining the second target angle determination strategy in the preset angle determination strategy set, and extracting the second subset of sensor data corresponding to the second target angle determination strategy from the sensor dataset.

[0115] In this embodiment, during the process of determining the angle determination strategy and the sensor data subset corresponding to the first and second detection results, if the first detection result indicates that the motor position sensor is in an invalid working state, and the second detection result indicates that the wheel angle sensor is in a valid working state, then a second target angle determination strategy and a second sensor data subset can be determined. The second sensor data subset may include a second wheel angle. The second target angle determination strategy can be used to represent the rule for selecting the second sensor data subset as the wheel angle to be output.

[0116] Optionally, if the motor position sensor fails to provide valid data or its operating state is unstable, it means that the wheel angle obtained from the motor position sensor is unreliable. Meanwhile, if the wheel angle sensor is operating effectively, it indicates that the wheel angle sensor can still provide stable and accurate wheel angles. The second sensor data subset may include data provided by the wheel angle sensor, with the key element being the second current wheel angle, which can be the wheel angle directly measured by the wheel angle sensor at the current point in time.

[0117] Optionally, when the motor position sensor malfunctions, the second sensor data subset becomes the sole reliable source of wheel angles in the wheel-side steering control system. By directly employing the second current wheel angle, the wheel-side steering system ensures that steering commands are executed based on the latest and most accurate wheel position information, thereby maintaining steering control precision. When the aforementioned triggering conditions are met, a second target angle determination strategy will be followed, the core of which is to directly map the data in the second sensor data subset to the wheel angle to be output.

[0118] Optionally, a subset of second sensor data is filtered and confirmed from the sensor dataset, ensuring that the acquired data is the second current wheel angle provided by the wheel angle sensor. This extracted second current wheel angle data is then used as the output wheel angle, skipping the usual motor position sensor data conversion and redundancy check process, thus simplifying the data processing logic. The output wheel angle is updated to the second current wheel angle, and the wheel-side steering system can then continue to perform steering control tasks based on this updated wheel angle, ensuring the continuity and accuracy of the vehicle's steering response.

[0119] In this embodiment, by employing a second target angle determination strategy, the wheel-side steering control system can quickly switch to data provided by the wheel angle sensor in the event of a motor position sensor failure, ensuring the continuity and safety of steering control. This second target angle determination strategy demonstrates the flexibility and robustness of the wheel-side steering system in the face of sudden malfunctions, effectively guaranteeing vehicle driving safety and enhancing user confidence.

[0120] The following section further explains how to map a subset of sensor data to the wheel angle to be output according to the target angle determination strategy in the above embodiments.

[0121] As an optional implementation, step S106, mapping a subset of sensor data to a wheel angle to be output according to a target angle determination strategy, includes: according to a second target angle determination strategy, performing the following steps: determining the second current wheel angle in the second subset of sensor data as the wheel angle to be output.

[0122] In this embodiment, during the process of mapping a subset of sensor data to a wheel angle to be transmitted according to a target angle determination strategy, the second current wheel angle in the second subset of sensor data can be determined as the wheel angle to be output according to a second target angle determination strategy.

[0123] Optionally, when the motor position sensor cannot provide valid data, but the wheel angle sensor remains operational, a second target angle determination strategy can be enabled to ensure that steering control is not interrupted or misaligned. Following this strategy, data is selected from a subset of the second sensor data for mapping. This subset primarily contains the second current wheel angle. Based on the rules of the second target angle determination strategy, the second current wheel angle from the second sensor data subset is directly determined as the output wheel angle, bypassing the original process designed for converting and verifying motor position sensor data.

[0124] Optionally, since the wheel angle sensor is in a valid working state, it can be considered a reliable source of wheel angle under the current conditions. Therefore, the second current wheel angle provided by the wheel angle sensor can be used as output without the need for other data assistance or verification, ensuring that the steering control command is based on the real-time and accurate wheel angle. Directly using the second current wheel angle as the output wheel angle skips complex calculation and fusion steps, simplifies the data processing flow, reduces calculation latency, and improves the response speed and efficiency of the wheel-side steering system. The above strategy reflects the redundancy principle in the design of the wheel-side steering system, that is, when the motor position sensor fails, it can automatically switch to the wheel angle sensor, ensuring the continuity of basic functions and enhancing the robustness and safety of the wheel-side steering system.

[0125] For example, if the motor position sensor is inactive but the wheel angle sensor is active, the wheel angle to be transmitted can be determined using the following formula (second target angle determination strategy):

[0126] WheelAngle = WheelAngle WPS

[0127] In this embodiment, by directly mapping the second current wheel angle to the wheel angle to be output, the second target angle determination strategy can quickly provide accurate operational basis when the MPS fails, ensuring the continuous operation of the wheel-side steering control system, reducing safety risks caused by sensor failure, and improving the safety and comfort of the user's driving experience. By deeply understanding the application logic of the second target angle determination strategy, the performance of the vehicle's wheel-side steering system can be better designed and optimized, ensuring that steering operations are both safe and reliable under various sensor conditions.

[0128] The following section further explains how to determine the target angle determination strategy and the method for determining the subset of sensor data corresponding to the target angle determination strategy from the vehicle's sensor dataset in the above embodiments.

[0129] As an optional implementation, the angle determination strategy includes a third target angle determination strategy. This third target angle determination strategy represents a rule for mapping a third subset of sensor data in the sensor dataset to the wheel angle to be output. The third sensor data subset includes: a memory wheel angle, a first current wheel angle, and a first initial wheel angle. Based on the first detection result and the second detection result, a target angle determination strategy is determined from a preset set of angle determination strategies. The strategy also includes extracting a subset of sensor data corresponding to the target angle determination strategy from the vehicle's sensor dataset. This includes: when the first detection result indicates that the motor position sensor is in a valid working state, and the second detection result indicates that the wheel angle sensor is in an invalid working state, determining the third target angle determination strategy from the preset set of angle determination strategies, and extracting the third sensor data subset corresponding to the third target angle determination strategy from the sensor dataset.

[0130] In this embodiment, during the process of determining the angle determination strategy and the sensor data subset corresponding to the first and second detection results, if the first detection result indicates that the motor position sensor is in a valid working state, and the second detection result indicates that the wheel angle sensor is in an invalid working state, a third target angle determination strategy and a third sensor data subset can be determined. The third target angle determination strategy can be used to represent the rules for mapping the third sensor subset to the wheel angle to be output. The third sensor data subset may include the memory wheel angle, the first current wheel angle, and the first initial wheel angle.

[0131] Optionally, the memory wheel angle can be the wheel angle recorded during the last effective operation of the wheel-side steering system. This angle can be saved to non-volatile memory before the wheel-side steering system is powered off, so that it can be used as an initial reference point during the next startup. The first current wheel angle can be the wheel angle obtained after proportional conversion based on the motor position currently detected by the MPS and the reduction mechanism. The first initial wheel angle can be the wheel angle data obtained at the initial startup of the wheel-side steering system based on the initial motor position detected by the MPS, also after proportional conversion.

[0132] Optionally, when it is determined that the wheel angle sensor is in a malfunctioning state while the motor position sensor is in a valid state, the third target angle determination strategy will determine the wheel angle to be output from the three data points: the memorized wheel angle, the first current wheel angle, and the first initial wheel angle.

[0133] Optionally, the third target angle determination strategy can perform the following steps to determine the wheel angle to be output: Relying on the first current wheel angle as the initial wheel angle to be output. The reasonableness of using the first current wheel angle as the output wheel angle is verified by referencing the memory wheel angle. By comparing the changing trends of the first current wheel angle and the memory wheel angle, the consistency of the motor position sensor data can be determined, thereby improving the accuracy of the angle output. A more robust reference benchmark can also be established during the wheel-side steering system startup phase by referring to the first initial wheel angle, especially when the wheel angle sensor fails and the vehicle is stationary with no significant angle change.

[0134] Optionally, the difference between the current wheel angle and the memoryed wheel angle can be compared to determine whether the current angle data conforms to the expected steering change pattern. If the difference is too large, it may indicate an anomaly in the motor position sensor data, requiring further analysis. By analyzing the changing trend of the motor position data, the wheel-side steering system can predict the dynamic changes in wheel angle, maintaining real-time tracking of the steering state even without a direct wheel angle sensor.

[0135] In this embodiment, the implementation of the third target angle determination strategy is an emergency handling mechanism under the specific sensor operating conditions described above. It effectively utilizes the function of the motor position sensor, combining historical data and initial conditions to provide an alternative scheme for wheel angle estimation. This third target angle determination strategy not only demonstrates the flexibility of data management and processing but also emphasizes the importance of rationally utilizing redundant design in complex system environments, thereby enhancing the vehicle's adaptability and reliability.

[0136] The following section further explains how to map a subset of sensor data to the wheel angle to be output according to the angle control strategy in the above embodiments.

[0137] As an optional implementation, step S106, mapping the sensor data subset to the wheel angle to be output according to the target angle determination strategy, includes: according to the third target angle determination strategy, performing the following steps: using the first initial wheel angle and the memory wheel angle in the third sensor data subset, adjusting the first current wheel angle in the third sensor data subset to obtain the wheel angle to be output.

[0138] In this embodiment, during the process of mapping a subset of sensor data to the wheel angle to be output according to the target angle determination strategy, the first current wheel angle can be adjusted by using the first initial wheel angle and the memory wheel angle according to the third target angle determination strategy to obtain the wheel angle to be output.

[0139] Optionally, when the wheel-side steering system is activated, a first initial wheel angle can be obtained. As the vehicle moves, the wheel-side steering system uses a motor position sensor to obtain a first current wheel angle. Based on the calculated first current wheel angle, a memory wheel angle is introduced for comparison and correction. By comparing the difference between the first current wheel angle and the memory wheel angle, the reasonableness of the real-time angle data can be evaluated. If the first current wheel angle exceeds the expected range, it can be adjusted to ensure the stability of the output wheel angle.

[0140] Optionally, the first current wheel angle is compared with the memory wheel angle. If the trend of change of the first current wheel angle is consistent with the memory angle, then the first current wheel angle is directly used as the wheel angle to be output. Otherwise, if an anomaly is found, such as the first current wheel angle suddenly jumping or not conforming to the normal trend of change, the wheel-side steering system can be corrected by combining the information of the memory angle and the first initial angle, adjusting the first current wheel angle to make the wheel angle closer to the actual situation, and finally determining the wheel angle to be output.

[0141] For example, when the motor position sensor is active and the wheel angle sensor is inactive, the wheel angle can be determined using the following formula (third target angle determination strategy):

[0142] WheelAngle = WheelAngleMem MPS +WheelAngle MPS -WheelAngleInit MPS

[0143] In this embodiment, the third target angle determination strategy cleverly utilizes motor position sensor data, combined with the memorized wheel angle and the first initial wheel angle, to adjust the angle in the event of wheel angle sensor failure, thereby achieving optimized steering control under adverse conditions. This third target angle determination strategy not only demonstrates the flexibility and intelligence of data processing but also highlights the redundancy and safety concept in wheel-side steering system design, ensuring that the wheel-side steering system maintains steering control accuracy and safety even in the event of sensor failure.

[0144] The following section further explains the application method of the deceleration mechanism in the wheel-side steering system in the above embodiments.

[0145] As an optional implementation, the wheel-side steering system includes a reduction mechanism, and the method further includes at least one of the following: converting initial position data into a first initial wheel angle using the transmission ratio of the reduction mechanism; obtaining historical wheel angles stored in the wheel-side steering system during a historical period at the time of the last power-off from the vehicle's memory; adjusting the historical wheel angles based on the first initial wheel angles; converting the adjusted historical wheel angles into memory wheel angles using the transmission ratio; and converting current position data into a first current wheel angle using the transmission ratio.

[0146] In this embodiment, the gear ratio of the reduction structure of the wheel-side steering system can be used to convert the initial position data into a first initial wheel angle. The historical wheel angles stored in the wheel-side steering system during the last power-off period can be retrieved from the wheel's memory. The historical wheel angles can be adjusted based on the first initial wheel angle. The adjusted historical wheel angles are then converted into memory wheel angles using the gear ratio, and the current position data is also converted into a first current wheel angle using the gear ratio.

[0147] Optionally, in the wheel-side steering control system, the reduction mechanism can convert the high-speed rotation of the motor into low-speed rotation of the wheel, and also serves for angle conversion, that is, converting motor position data into wheel angle data. This conversion process is achieved through the transmission ratio of the reduction mechanism, which determines the mathematical relationship between the motor rotation angle and the wheel rotation angle.

[0148] Optionally, when the wheel-side steering system is started, position sensor data from the motor, i.e., initial position data, can be read. Using the gear ratio of the reduction mechanism, this position sensor data is converted into a first initial wheel angle. Before each power-off of the wheel-side steering system, to ensure rapid calibration upon the next start, the current wheel angle can be stored in the vehicle's non-volatile memory. When the wheel-side steering system restarts, the historical wheel angle is read, providing a historical reference for angle adjustment.

[0149] Optionally, based on the first initial wheel angle, the historical wheel angle is adjusted to eliminate minor angle changes that may occur during power outages in the wheel-side steering system. The adjusted historical wheel angle needs to be converted again through the transmission ratio of the reduction mechanism to obtain the memorized wheel angle. During vehicle operation, the motor position sensor continuously outputs the motor's current position data. Similarly, the aforementioned current position data can also be converted through the transmission ratio of the reduction mechanism to obtain the actual wheel angle, i.e., the first current wheel angle, used to reflect the wheel's steering state in real time.

[0150] Optionally, the gear ratio directly affects the accuracy of the conversion between motor position and wheel angle. The design and manufacture of the reduction mechanism should ensure the stability and reliability of the gear ratio. Historical wheel angles should be stored using non-volatile memory to prevent data loss during system power outages, ensuring the continuity and reliability of angle data. Adjusting historical wheel angles requires a reasonable algorithm. Considering the potential impact of external forces or environmental factors on the vehicle during power outages, wheel angle fine-tuning should be based on the physical characteristics of wheel motion to ensure that the adjusted wheel angle is closer to the actual situation. Whether converting initial position data or current position data into wheel angles, the real-time performance and accuracy of the above conversion process can be ensured to adapt to the needs of dynamic vehicle steering and avoid the impact of angle errors on driving safety.

[0151] In this embodiment, the reduction mechanism in the wheel-side steering system is not only a mechanical transmission component connecting the motor and the wheel, but also enables the conversion of motor position data into wheel angle data. Through precise transmission ratios and reasonable data adjustment algorithms, the reduction mechanism ensures the accuracy of wheel angle calculations and the robustness of the wheel-side steering system. Even in situations where sensors fail or the vehicle is restarted after a power outage, it can provide reliable angle information, supporting the steering control function of intelligent vehicles.

[0152] The following section further explains how to handle situations where both the first and second detection results are invalid, as described in the above embodiments.

[0153] As an optional implementation, the method further includes: when the first detection result is that the working state of the motor position sensor is invalid and the second detection result is that the working state of the wheel angle sensor is invalid, outputting a prompt message, wherein the prompt message is used to indicate that the wheel angle to be output is an invalid wheel angle.

[0154] In this embodiment, if the first detection result indicates that the working state of the motor position sensor is invalid, and the second detection result indicates that the working state of the wheel angle sensor is invalid, a prompt message can be output. The prompt message can be used to indicate that the wheel angle to be output is an invalid wheel angle.

[0155] Optionally, during the operation of the wheel-side steering control system, if both the motor position sensor and the wheel angle sensor are inoperable, it may pose a significant threat to the accuracy and safety of the vehicle's steering control. The wheel-side steering system can employ a preset response mechanism to promptly notify the driver or other related systems that the sensors are inoperable, avoiding the risks associated with continuing steering operations under unknown circumstances.

[0156] Optionally, the controller uses a built-in diagnostic program to confirm the malfunction of the motor position sensor and wheel angle sensor. This detection program can include a multi-dimensional troubleshooting mechanism, encompassing data consistency checks, signal strength assessments, and communication link tests. Once it is confirmed that neither sensor can provide a valid wheel angle, both sensors are immediately deemed to be malfunctioning. This means that wheel angle calculations based on the data from these two sets of sensors cannot be performed, and the wheel-side steering system cannot rely on real-time angle feedback to adjust steering. A clear warning message can be generated, indicating that the wheel-side steering system is experiencing a dual-sensor failure. This message can be displayed on the driver's instrument panel or infotainment system, ensuring the driver is immediately aware of the wheel-side steering system malfunction and can take appropriate safety measures. In addition to displaying warning messages, a safety mode can be automatically activated, restricting the use of certain advanced functions, such as automated driving assistance or high-speed stability control, to reduce the potential risk of loss of control.

[0157] In this embodiment, when both the motor position sensor and the wheel angle sensor in the wheel-side steering system fail simultaneously, a clear warning message is output and a safety protection mechanism is immediately activated. This response mechanism not only promptly notifies the driver of the steering system status, prompting them to take appropriate safety actions, but also reduces the risk of loss of control by restricting certain functions. Simultaneously, it records fault information to facilitate subsequent troubleshooting and improvements to the wheel-side steering system.

[0158] The technical solutions described above in the embodiments of this application are illustrated below.

[0159] This embodiment proposes a method for calculating and redundancy-checking wheel angles in a wheel-side steering control system. The wheel-side steering system comprises a controller, motor, reduction mechanism, motor position sensor, and wheel angle sensor, among other components. The left and right wheels are decoupled, and the actual angle of each wheel is independent and a crucial input to the control software. In contrast, in existing traditional automotive steering systems, the left and right wheels are connected by a steering tie rod, making it impossible to directly apply wheel angle acquisition methods to wheel-side steering systems. This method aims to output accurate and reliable wheel angles.

[0160] Figure 2 This is a flowchart illustrating a method for calculating and redundancy checking the wheel-side steering wheel angle according to an embodiment of this application, as shown below. Figure 2 As shown, the method may include the following steps:

[0161] Step S201: Start the wheel-side steering system software. That is, control the wheel-side steering system software to run automatically when the vehicle starts, in preparation for subsequent sensor status detection and wheel angle calculation.

[0162] Step S202: Obtain initial values ​​and stored values ​​from the sensor. In this embodiment, the initial value from the motor position sensor is obtained and converted into the initial wheel angle (WheelAnglenit) obtained from the motor position sensor using the reduction gear ratio. MPS Retrieve the motor angle value stored at the time of the last system power-down from the non-volatile memory, and then, based on WheelAnglenit... MPS This value is adjusted to eliminate the minute changes in wheel angle between the last power-off and the current power-on, and then converted into a memory wheel angle (WheelAngleMem) through the gear ratio of the reduction mechanism. MPS ; Obtain the initial value of the wheel angle sensor (WheelAnglenit) WPS .

[0163] Step S203: Obtain sensor values. In this embodiment, the motor position sensor value is obtained and converted into the wheel angle (WheelAngle) obtained from the motor position sensor using the reduction gear ratio. MPS ; Obtain wheel angle sensor values WPS .

[0164] Step S204: Determine if the motor position sensor is valid. If valid, proceed to step S205; otherwise, proceed to step S208.

[0165] Step S205: Determine if the wheel position sensor is valid. If valid, proceed to step S206; otherwise, proceed to step S207.

[0166] Step S206: Calculate the wheel angle when both the motor position sensor and the wheel angle sensor are active.

[0167] For example, if both the motor position sensor and the wheel angle sensor are in working order, and if WheelAngle... MPS The resolution is higher than WheelAngle WPS The wheel angle can be determined using the following formula (first target angle determination strategy):

[0168] WheelAngle = WheelAngleInit WPS +WheelAngle MPS -WheelAngleInit MPS

[0169] WheelAngle can be used to represent the wheel angle (the wheel angle to be output).

[0170] For example, if the WheelAngle and WheelAngle are determined by the strategy from the perspective of the first objective... WPS If the angle difference between the two exceeds the angle threshold, the wheel angle can be updated using the following formula:

[0171] WheelAngle = WheelAngle WPS

[0172] For example, if WheelAngle MPS The resolution is lower than WheelAngle WPS The wheel angle is then updated using the following formula:

[0173] WheelAngle = WheelAngle WPS

[0174] Step S207: Calculate the wheel angle when only the motor position sensor is active.

[0175] For example, when the motor position sensor is active and the wheel angle sensor is inactive, the wheel angle can be determined using the following formula (third target angle determination strategy):

[0176] WheelAngle = WheelAngleMem MPS +WheelAngle MPS -WheelAngleInit MPS

[0177] Step S208: Determine if the wheel position sensor is valid. If valid, proceed to step S209; otherwise, proceed to step S210.

[0178] Step S209: Calculate the wheel angle when only the wheel angle sensor is active.

[0179] For example, if the motor position sensor is inactive but the wheel angle sensor is active, the wheel angle to be transmitted can be determined using the following formula (second target angle determination strategy):

[0180] WheelAngle = WheelAngle WPS

[0181] Step S210: Calculate the flag when both the motor position sensor and the wheel angle sensor are invalid. That is, if both the motor position sensor and the vehicle angle sensor are invalid, output vehicle angle invalid information to the downstream software.

[0182] It should be noted that the user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data used for analysis, data stored, data displayed, etc.) involved in this application are all information and data authorized by the user or fully authorized by all parties. Furthermore, the collection, use and processing of the relevant data must comply with the relevant laws, regulations and standards of the relevant countries and regions, and corresponding operation portals are provided for users to choose to authorize or refuse.

[0183] According to another aspect of the embodiments of this application, corresponding to the embodiments of the above-described vehicle wheel angle determination method, this specification also provides a vehicle wheel angle determination system. Figure 3 This is a schematic diagram of a vehicle wheel angle determination system according to an embodiment of this application, as shown below. Figure 3 As shown, the vehicle wheel angle determination system 300 may include: a motor position sensor 302, a wheel angle sensor 304, a controller 306, and an output terminal 308. The motor position sensor 302 is used to detect the position data of the motor; the wheel angle sensor 304 is used to detect the second wheel angle; the controller 306 is used to detect the operating state of the motor position sensor to obtain a first detection result, and to detect the operating state of the wheel angle sensor to obtain a second detection result; based on the first and second detection results, a target angle determination strategy is determined from a preset set of angle determination strategies, and a subset of sensor data corresponding to the target angle determination strategy is extracted from the vehicle's sensor dataset; the sensor data subset is mapped to the wheel angle to be output according to the target angle determination strategy; and the output terminal 308 is used to output the wheel angle to be output.

[0184] According to another aspect of the embodiments of this application, and the above... Figure 1 Corresponding to the embodiments of the vehicle wheel angle determination method in the specification, this specification also provides a vehicle wheel angle determination device. Figure 4 This is a schematic diagram of a vehicle wheel angle determination device according to an embodiment of this application, as shown below. Figure 4 As shown, the wheel angle determination device 400 for the vehicle may include: a detection unit 402, a determination unit 404, and a mapping unit 406. The detection unit 402 is used to detect the operating state of the motor position sensor to obtain a first detection result, and to detect the operating state of the wheel angle sensor to obtain a second detection result. The determination unit 404 is used to determine a target angle determination strategy from a preset set of angle determination strategies based on the first and second detection results, and to extract a subset of sensor data corresponding to the target angle determination strategy from the vehicle's sensor dataset. The mapping unit 406 is used to map the subset of sensor data into wheel angles to be output according to the target angle determination strategy.

[0185] According to another aspect of the embodiments of this application, embodiments of this application also provide a vehicle, including: a memory storing an executable program; and a processor for running the program, wherein the program executes the methods in various embodiments of this application when it runs.

[0186] Figure 5 This is a structural block diagram of a vehicle according to an embodiment of this application, such as... Figure 5 As shown, the components of the vehicle 500 include, but are not limited to, a memory 510 and a processor 520. The processor 520 and the memory 510 are connected via a bus 530, and the database 560 is used to store data.

[0187] Vehicle 500 may also include access device 540, which enables vehicle 500 to communicate via one or more networks 550. Examples of these networks include Public Switched Telephone Network (PSTN), Local Area Network (LAN), Wide Area Network (WAN), Personal Area Network (PAN), or combinations of communication networks such as the Internet. Access device 540 may include one or more of any type of wired or wireless network interface (e.g., network interface controller (NIC)), such as an IEEE 502.11 Wireless Local Area Network (WLAN) interface, a Worldwide Interoperability for Microwave Access (Wi-MAX) interface, an Ethernet interface, a Universal Serial Bus (USB) interface, a cellular network interface, a Bluetooth interface, a Near Field Communication (NFC) interface, and so on.

[0188] In one embodiment of this disclosure, the aforementioned components of vehicle 500 and Figure 5 Other components not shown can also be connected to each other, for example, via a bus. It should be understood that... Figure 5 The illustrated block diagram of an autonomous vehicle is for illustrative purposes only and is not intended to limit the scope of this disclosure. Those skilled in the art can add or replace other components as needed.

[0189] Embodiments of this application also provide a computer-readable storage medium, which includes a stored executable program, wherein, when the executable program runs, it controls the device where the computer-readable storage medium is located to execute the methods in the various embodiments of this application. Embodiments of this application also provide a computer program product, including a computer program, which, when executed by a processor, implements the methods in the various embodiments of this application. Embodiments of this application also provide a computer program product, including a non-volatile computer-readable storage medium for storing a computer program, which, when executed by a processor, implements the methods in the various embodiments of this application. Embodiments of this application also provide a computer program, which, when executed by a processor, implements the methods in the various embodiments of this application described above. In the above embodiments of this application, the descriptions of each embodiment have different focuses; parts not described in detail in a certain embodiment can be referred to the relevant descriptions of other embodiments.

[0190] In the several embodiments provided in this application, it should be understood that the disclosed technical content can be implemented in other ways. The device embodiments described above are merely illustrative; for example, the division of units can be a logical functional division, and in actual implementation, there may be other division methods. For instance, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the displayed or discussed mutual coupling, direct coupling, or communication connection may be through some interfaces; the indirect coupling or communication connection between units or modules may be electrical or other forms.

[0191] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0192] Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0193] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, read-only memory (ROM), random access memory (RAM), portable hard drives, magnetic disks, or optical disks.

[0194] The above description is only a preferred embodiment of this application. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the principle of this application, and these improvements and modifications should also be considered within the scope of protection of this application.

Claims

1. A method for determining the wheel angle of a vehicle, characterized in that, The vehicle includes a wheel-side steering system, which at least includes: a motor position sensor, a wheel angle sensor, and a motor. The motor position sensor is used to detect the position data of the motor, and the wheel angle sensor is used to detect the wheel angles of the wheels in the vehicle. The method includes: The working state of the motor position sensor is detected to obtain a first detection result, and the working state of the wheel angle sensor is detected to obtain a second detection result. The first detection result is used to indicate whether the working state of the motor position sensor is a valid working state or an invalid working state, and the second detection result is used to indicate whether the working state of the wheel angle sensor is the valid working state or the invalid working state. Based on the first detection result and the second detection result, a target angle determination strategy is determined from a preset set of angle determination strategies, and a subset of sensor data corresponding to the target angle determination strategy is extracted from the vehicle's sensor dataset. The target angle determination strategy is used to represent the rule for mapping the subset of sensor data to the output wheel angle of the vehicle. The sensor dataset includes at least one of the following: a first wheel angle of the wheel converted from the position data detected by the motor position sensor of the motor, and a second wheel angle detected by the wheel angle sensor of the wheel. According to the target angle determination strategy, the subset of sensor data is mapped to the wheel angle to be output; The first wheel angle includes at least one of the following: a first initial wheel angle converted from the initial position data detected by the motor by the motor position sensor at an initial moment; a memory wheel angle converted from the historical wheel angle corresponding to the motor position sensor, wherein the historical wheel angle is obtained based on the historical position data detected by the motor by the motor position sensor at a historical moment, and the historical wheel angle is stored by the wheel-side steering system when it is powered down during the historical period; or a first current wheel angle converted from the current position data detected by the motor by the motor position sensor at the current moment. The second wheel angle includes at least one of the following: a second initial wheel angle detected by the wheel angle sensor at the initial moment; or a second current wheel angle detected by the wheel angle sensor at the current moment.

2. The method according to claim 1, characterized in that, The target angle determination strategy includes a first target angle determination strategy, which represents a rule for mapping a first subset of sensor data in the sensor dataset to the wheel angle to be output. The first subset of sensor data includes: a first initial wheel angle, a second initial wheel angle, and a first current wheel angle, or a second current wheel angle. Based on the first detection result and the second detection result, a target angle determination strategy is determined from a preset set of angle determination strategies. The strategy also includes extracting a subset of sensor data corresponding to the target angle determination strategy from the vehicle's sensor dataset, including: When the first detection result indicates that the working state of the motor position sensor is the effective working state, and the second detection result indicates that the working state of the wheel angle sensor is the effective working state, the first target angle determination strategy is determined from the preset angle determination strategy set, and the first sensor data subset corresponding to the first target angle determination strategy is extracted from the sensor dataset.

3. The method according to claim 2, characterized in that, The step of mapping the subset of sensor data to the wheel angle to be output according to the target angle determination strategy includes: When the resolution of the motor position sensor is higher than or equal to the resolution of the wheel angle sensor, the following steps are performed according to the first target angle determination strategy: Using the first initial wheel angle and the second initial wheel angle in the first sensor data subset, the first current wheel angle in the first sensor data subset is adjusted to obtain the wheel angle to be output.

4. The method according to claim 3, characterized in that, The method further includes: When the angle difference between the wheel angle to be output and the second current wheel angle exceeds the angle threshold, the wheel angle to be output is updated to the second current wheel angle.

5. The method according to claim 2, characterized in that, The step of mapping the subset of sensor data to the wheel angle to be output according to the target angle determination strategy includes: When the resolution of the motor position sensor is lower than that of the wheel angle sensor, the following steps are performed according to the first target angle determination strategy: The second current wheel angle in the first sensor data subset is determined as the wheel angle to be output.

6. The method according to claim 1, characterized in that, The target angle determination strategy includes a second target angle determination strategy, which represents a rule for mapping a second subset of sensor data in the sensor dataset to the wheel angle to be output. The second subset of sensor data includes: the second current wheel angle; determining the target angle determination strategy from a preset set of angle determination strategies based on the first detection result and the second detection result; and extracting a subset of sensor data corresponding to the target angle determination strategy from the vehicle's sensor dataset, including: When the first detection result indicates that the working state of the motor position sensor is the invalid working state, and the second detection result indicates that the working state of the wheel angle sensor is the valid working state, the second target angle determination strategy is determined from the preset angle determination strategy set, and the second sensor data subset corresponding to the second target angle determination strategy is extracted from the sensor dataset.

7. The method according to claim 6, characterized in that, The step of mapping the subset of sensor data to the wheel angle to be output according to the target angle determination strategy includes: Based on the second objective perspective, determine the strategy and perform the following steps: The second current wheel angle in the second sensor data subset is determined as the wheel angle to be output.

8. The method according to claim 1, characterized in that, The target angle determination strategy includes a third target angle determination strategy, which represents a rule for mapping a third subset of sensor data in the sensor dataset to the wheel angle to be output. The third subset of sensor data includes: the memory wheel angle, the first current wheel angle, and the first initial wheel angle. Based on the first detection result and the second detection result, a target angle determination strategy is determined from a preset set of angle determination strategies. The strategy also includes extracting a subset of sensor data corresponding to the target angle determination strategy from the vehicle's sensor dataset, including: When the first detection result indicates that the working state of the motor position sensor is the effective working state, and the second detection result indicates that the working state of the wheel angle sensor is the invalid working state, the third target angle determination strategy is determined from the preset angle determination strategy set, and the third sensor data subset corresponding to the third target angle determination strategy is extracted from the sensor dataset.

9. The method according to claim 8, characterized in that, The step of mapping the subset of sensor data to the wheel angle to be output according to the target angle determination strategy includes: Based on the third objective perspective, determine the strategy and perform the following steps: Using the first initial wheel angle and the memory wheel angle in the third sensor data subset, the first current wheel angle in the third sensor data subset is adjusted to obtain the wheel angle to be output.

10. The method according to any one of claims 1 to 9, characterized in that, The wheel-side steering system includes a reduction mechanism, and the method further includes at least one of the following: Using the transmission ratio of the reduction mechanism, the initial position data is converted into the first initial wheel angle; The historical wheel angle stored in the wheel-side steering system during the historical period at the last power-off is obtained from the vehicle's memory; the historical wheel angle is adjusted based on the first initial wheel angle; and the adjusted historical wheel angle is converted into the memory wheel angle using the transmission ratio. Using the transmission ratio, the current position data is converted into the first current wheel angle.

11. The method according to claim 1, characterized in that, The method further includes: When the first detection result indicates that the working state of the motor position sensor is invalid, and the second detection result indicates that the working state of the wheel angle sensor is invalid, a prompt message is output, wherein the prompt message is used to indicate that the wheel angle to be output is an invalid wheel angle.

12. A wheel-side steering system for a vehicle, characterized in that, include: The components include a motor position sensor, a wheel angle sensor, a motor, a controller, and an output terminal. The motor position sensor is used to detect the position data of the motor, wherein the position data is used to convert the position data into a first wheel angle of the wheel in the vehicle; The wheel angle sensor is used to detect the second wheel angle of the wheel; The controller is configured to detect the operating state of the motor position sensor to obtain a first detection result, and detect the operating state of the wheel angle sensor to obtain a second detection result. The first detection result indicates whether the motor position sensor is in a valid or invalid operating state, and the second detection result indicates whether the wheel angle sensor is in a valid or invalid operating state. Based on the first and second detection results, a target angle determination strategy is determined from a preset set of angle determination strategies. A subset of sensor data corresponding to the target angle determination strategy is extracted from the vehicle's sensor dataset. The target angle determination strategy represents a rule for mapping the subset of sensor data to the vehicle's output wheel angle. The sensor dataset includes at least one of the following: a first wheel angle converted from position data detected by the motor position sensor, and a second wheel angle detected by the wheel angle sensor. The sensor data subset is mapped to the output wheel angle according to the target angle determination strategy. The output terminal is used to output the wheel angle to be output; The first wheel angle includes at least one of the following: a first initial wheel angle converted from the initial position data detected by the motor by the motor position sensor at an initial moment; a memory wheel angle converted from the historical wheel angle corresponding to the motor position sensor, wherein the historical wheel angle is obtained based on the historical position data detected by the motor by the motor position sensor at a historical moment, and the historical wheel angle is stored by the wheel-side steering system when it is powered down during the historical period; or a first current wheel angle converted from the current position data detected by the motor by the motor position sensor at the current moment. The second wheel angle includes at least one of the following: a second initial wheel angle detected by the wheel angle sensor at the initial moment; or a second current wheel angle detected by the wheel angle sensor at the current moment.

13. A vehicle, characterized in that, include: Memory, which stores executable programs; A processor for running the program, wherein the program, when running, performs the method according to any one of claims 1 to 11.

14. A computer-readable storage medium, characterized in that, The computer-readable storage medium includes a stored executable program, wherein, when the executable program is executed, it controls the device on which the storage medium is located to perform the method according to any one of claims 1 to 11.

15. A computer program product, characterized in that, Includes a computer program that, when executed by a processor, implements the method according to any one of claims 1 to 11.

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