Wheel control method of four-wheel independent vehicle and related equipment

Abstract

The embodiment of the invention provides a wheel control method for a four-wheel independent vehicle and related equipment, and belongs to the technical field of vehicle control. The method comprises the steps that the lateral impact load borne by each wheel is obtained; controlling a steering motor to provide reverse assistance according to the value of the lateral impact load; judging whether the current vehicle driving state accords with a preset track; if the current running state of the vehicle does not conform to the preset track, the wheels which are not impacted are controlled to conduct coordinated actions of steering, braking and driving, and the wheels which are impacted are controlled to conduct coordinated actions of braking and driving; and if the current vehicle driving state accords with the preset track, steering motor control is recovered. The threshold value judgment is performed by judging the transverse impact degree of the wheels, different vehicle instability control strategies are set according to different threshold values, and the stability of the vehicle is improved by controlling the synergistic effect of steering, braking and driving.

Description

Technical Field

[0001] This invention relates to the field of vehicle control technology, specifically to a wheel control method and related equipment for a four-wheeled independent vehicle. Background Technology

[0002] Four-wheel independent steering vehicles are intelligent chassis technologies that enable independent adjustment of the steering angles of the front and rear wheels through collaboration between onboard electronic control units and multi-axis steering actuators. Their core feature lies in abandoning the traditional design logic of front-wheel steering only. The rear wheels can dynamically adjust their steering direction and angle according to driving conditions such as vehicle speed, turning radius, and driving mode: at low speeds, such as when parking or making a U-turn, the rear wheels steer in the opposite direction to the front wheels, significantly reducing the turning radius and improving handling agility; at high speeds, such as when changing lanes or avoiding hazards, the rear wheels steer slightly in the same direction as the front wheels, enhancing vehicle stability and ride smoothness; when driving straight, the rear wheels maintain a neutral position, ensuring straight-line stability. The system integrates multi-source data from steering angle sensors, vehicle speed sensors, and lateral acceleration sensors to optimize the four-wheel steering strategy in real time. It also supports deep collaboration with ESP (Electronic Stability Program) and ADAS (Advanced Driver Assistance Systems), improving handling safety in complex road conditions and enhancing driving convenience in low-speed scenarios. Applicable to passenger cars, commercial vehicles, and other vehicle types, it represents one of the core application directions of intelligent chassis technology.

[0003] Four-wheel independent steering vehicles, due to their physical structure which completely decouples the steering, driving, and braking of each of the four wheels, possess more diverse driving modes, such as crabbing, angled driving, planned U-turns, and circular maneuvers, bringing new enjoyment to the user's driving experience. However, precisely because of the lack of physical connection between the left and right wheels, the lateral impact energy cannot be effectively transmitted and absorbed, resulting in a higher risk of vehicle damage and instability, and a greater threat to the safety of occupants. Currently, conventional anti-collision measures are not effective in protecting four-wheel independent steering vehicles. Summary of the Invention

[0004] The main objective of this application is to provide a wheel control method and related equipment for a four-wheeled independent vehicle, which aims to improve vehicle stability. To achieve the above objectives, one aspect of this application proposes a wheel control method for a four-wheeled independent vehicle, characterized by comprising: Obtain the lateral impact load on each wheel; The steering motor is controlled to provide reverse assistance based on the value of the lateral impact load; Determine whether the current vehicle's driving status conforms to the predetermined trajectory; If the current driving state of the vehicle does not conform to the predetermined trajectory, the wheels that are not impacted are controlled to perform coordinated steering, braking and driving actions, and the impacted wheels are controlled to perform coordinated braking and driving actions to return to the predetermined trajectory. If the current vehicle driving status conforms to the predetermined trajectory, normal control of the steering motor will be restored.

[0005] In some implementations, obtaining the lateral impact load on each wheel includes: The rate of change of angular velocity of each wheel is obtained as the value of the lateral impact load.

[0006] In some embodiments, controlling the steering motor to provide reverse assistance based on the value of the lateral impact load includes: If the value of the lateral impact load is less than or equal to the first threshold or the value of the lateral impact load is greater than the second threshold, then the steering motor is controlled to provide reverse assistance. If the value of the lateral impact load is greater than the first threshold and less than or equal to the second threshold, then the wheel subjected to the impact is controlled to release steering control.

[0007] In some implementations, the first threshold includes the lateral impact value at the maximum reverse assist value of the steering motor.

[0008] In some implementations, the second threshold includes the lateral impact value when a steering gear mechanical component fails.

[0009] In some embodiments, the step of controlling the unaffected wheels to perform coordinated steering, braking, and driving actions, and controlling the impacted wheels to perform coordinated braking and driving actions to return to the predetermined trajectory if the current driving state of the vehicle does not conform to the predetermined trajectory, includes: Calculate the deviation between the current trajectory and the predetermined trajectory; Calculate the required steering force and combined driving and braking force for the tires based on the trajectory deviation; Based on the steering force and driving / braking combined force required by the tires, the steer-by-wire and drive-by-wire systems control the steering, braking, and driving actions of the wheels not affected by the impact, and control the braking and driving actions of the wheels affected by the impact. Once the vehicle conforms to the predetermined trajectory, normal control of the steering motor is restored.

[0010] To achieve the above objectives, another aspect of this application proposes a wheel control system for a four-wheeled independent vehicle, comprising: The data acquisition module is used to acquire the lateral impact load on each wheel; The motor control module is used to control the steering motor to provide reverse assistance based on the value of the lateral impact load; The judgment module is used to determine whether the current driving status of the vehicle conforms to the predetermined trajectory; The first control module is used to control the wheels that have not been impacted to perform steering, braking and driving coordinated actions, and to control the wheels that have been impacted to perform braking and driving coordinated actions to return to the predetermined trajectory if the current driving state of the vehicle does not conform to the predetermined trajectory. The second control module is used to restore normal control of the steering motor if the current vehicle driving state conforms to the predetermined trajectory.

[0011] To achieve the above objectives, another aspect of this application provides a vehicle, including a processor and a memory, wherein the memory is used to store computer program code, the computer program code including computer instructions, and the processor executes the computer program to implement a wheel control method for a four-wheeled independent vehicle.

[0012] To achieve the above objectives, another aspect of the embodiments of this application proposes a computer-readable storage medium storing a computer program that, when executed by a processor, implements a wheel control method for a four-wheeled independent vehicle.

[0013] To achieve the above objectives, another aspect of the embodiments of this application proposes a computer program product, including a computer program that, when executed by a processor, implements a wheel control method for a four-wheeled independent vehicle.

[0014] The present invention has at least the following beneficial effects: The present invention determines the severity of the lateral impact on each vehicle based on the lateral impact load it receives, controls the steering motor to provide reverse assistance according to different situations to prevent vehicle instability, and can detect the current driving state of the vehicle. If the current driving state of the vehicle does not conform to the predetermined trajectory, the vehicle is brought back to the predetermined trajectory through the coordinated action of steering, braking and driving, thereby improving the stability of the vehicle. Attached Figure Description

[0015] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with the invention and, together with the description, serve to explain the principles of the invention. To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, for those skilled in the art, other drawings can be obtained based on these drawings without creative effort. Figure 1 A flowchart of a wheel control method for a four-wheeled independent vehicle provided in this application embodiment; Figure 2A schematic diagram of a wheel control system structure for a four-wheeled independent vehicle provided in an embodiment of this application; Figure 3 A flowchart illustrating the implementation of a method for controlling lateral impacts on the wheels of a four-wheeled independent vehicle, as provided in this application embodiment. Figure 4 This is a schematic diagram of the wheel structure provided in an embodiment of this application; Figure 5 This is a schematic diagram of a wheel being impacted, provided as an embodiment of this application. Figure 6 This is a schematic diagram of vehicle trajectory deviation provided in an embodiment of this application. Detailed Implementation

[0016] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of the present invention, and not all of them. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present invention.

[0017] It should be noted that all directional indications (such as up, down, left, right, front, back, etc.) in the embodiments of the present invention are only used to explain the relative positional relationship and movement of each component in a certain specific posture (as shown in the figure). If the specific posture changes, the directional indication will also change accordingly.

[0018] Furthermore, the use of terms such as "first" and "second" in this invention is for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Therefore, features defined with "first" and "second" may explicitly or implicitly include at least one of those features. Additionally, the technical solutions of the various embodiments can be combined with each other, but only on the basis of being achievable by those skilled in the art. When the combination of technical solutions is contradictory or impossible to implement, such a combination of technical solutions should be considered non-existent and not within the scope of protection claimed by this invention.

[0019] Four-wheel independent steering vehicles, due to their physical structure which completely decouples the steering, driving, and braking of each of the four wheels, possess more diverse driving modes, such as crabbing, angled driving, planned U-turns, and circular maneuvers, bringing new enjoyment to the user's driving experience. However, precisely because of the lack of physical connection between the left and right wheels, the lateral impact energy cannot be effectively transmitted and absorbed, resulting in a higher risk of vehicle damage and instability, and a greater threat to the safety of occupants. Currently, conventional anti-collision measures are not effective in protecting four-wheel independent steering vehicles.

[0020] Based on this, the main objective of this application is to provide a wheel control method and related equipment for a four-wheeled independent vehicle. The aim is to determine a threshold by judging the degree of lateral impact on the wheel, and to set different vehicle instability control strategies according to different thresholds, thereby controlling the coordinated action of steering, braking and driving to improve the stability of the vehicle.

[0021] This application provides a wheel control method and related equipment for a four-wheeled independent vehicle, relating to the field of vehicle control technology and covering core scenarios such as passenger cars, special vehicles, and transportation infrastructure. In the passenger car sector, it is widely used in active safety systems for family sedans, SUVs, and other models, mitigating risks such as following too closely on urban roads, crossing intersections, and rear-end collisions at high speeds through functions such as forward collision warning, automatic emergency braking, and side collision avoidance assist. In the special vehicle sector, it equips emergency vehicles such as police cars, fire trucks, and ambulances with collision avoidance warning and path avoidance assist functions, improving traffic safety during missions. In the transportation infrastructure sector, it is applied to intersection collision avoidance warning devices, highway guardrail collision avoidance buffer systems, and construction area intrusion prevention warning equipment, reducing secondary damage to vehicles and personnel caused by road facilities. It is also suitable for emerging scenarios such as autonomous driving testing and closed-loop logistics vehicle dispatching, comprehensively covering diverse application scenarios such as daily commuting, freight transportation, emergency support, and intelligent transportation. The specific implementation is illustrated in the following embodiments, first describing a wheel control method for a four-wheeled independent vehicle in this application.

[0022] Figure 1 This is a flowchart of a wheel control method for a four-wheeled independent vehicle provided in an embodiment of this application. Please refer to it. Figure 1 The wheel control method for a four-wheeled independent vehicle provided in this application embodiment may include, but is not limited to, steps S100 to S400A or steps S100 to S400B.

[0023] Step S100: Obtain the lateral impact load on each wheel.

[0024] As is easily understood, impact load is a sudden and severe load applied to an object within an extremely short time (typically milliseconds to seconds). Its core characteristics are a rapid loading rate, high peak load, short duration, and a pulse-like change in load magnitude over time. In automotive engineering, impact load is a crucial reliability testing indicator: for example, encountering bumpy roads, collisions, emergency braking, or drops and impacts during component assembly / transportation can all subject components to instantaneous impact loads. Such loads can lead to structural deformation of components, solder joint detachment, and electronic component failure (such as broken chip pins or capacitor breakdown). Furthermore, this invention uses the rate of change of angular velocity of each wheel to represent the value of the lateral impact load. The rate of change of angular velocity is easy to measure and can accurately reflect the magnitude of the lateral impact load, facilitating the subsequent selection of vehicle control strategies based on the magnitude of the lateral impact load.

[0025] Step S200: Control the steering motor to provide reverse assistance according to the value of the lateral impact load.

[0026] Optionally, this invention sets two steering motor control strategies based on two impact load thresholds, selecting the corresponding control strategy when the wheels are subjected to different impacts. Furthermore, when the detected lateral impact load value exceeds a preset safety threshold, the ECU immediately triggers the steering assist control strategy to counteract the interference of the lateral impact on the vehicle's attitude, suppressing the risk of vehicle roll, fishtailing, or deviation from the driving trajectory. This ensures driving stability under impact scenarios while reducing driver workload through precise control of the reverse assist, thus improving driving safety after a lateral collision.

[0027] Step S300: Determine whether the current driving status of the vehicle conforms to the predetermined trajectory.

[0028] It should be noted that vehicles are prone to deviating from the predetermined trajectory after being impacted. Therefore, it is necessary to monitor the vehicle's driving status in real time to determine whether it conforms to the predetermined trajectory. If it does not conform, it must be corrected in time. As a further optional implementation, the vehicle collects driving status data through multi-source sensor fusion. The system calculates the deviation value between the real-time position and the predetermined trajectory, the difference between the real-time vehicle speed and the target vehicle speed, and the vehicle attitude angle offset at preset time intervals. When all deviation values ​​are within the preset allowable range, the current driving status is determined to conform to the predetermined trajectory. If any deviation value exceeds the threshold, the ECU immediately outputs a trajectory deviation warning signal and simultaneously marks the deviation type (such as position deviation, speed mismatch, abnormal attitude). This provides a decision basis for subsequent closed-loop control such as steering correction and speed adjustment, ensuring the accuracy and timeliness of trajectory conformity determination. It is suitable for path tracking control in scenarios such as autonomous driving and advanced driver assistance.

[0029] In step S400A, if the current driving state of the vehicle does not conform to the predetermined trajectory, the wheels that are not impacted are controlled to perform coordinated steering, braking and driving actions, and the impacted wheels are controlled to perform coordinated braking and driving actions to return to the predetermined trajectory.

[0030] In step S400B, if the current driving state of the vehicle conforms to the predetermined trajectory, the normal control of the steering motor is restored.

[0031] In some embodiments, steps S400A and S400B constitute a closed-loop strategy for trajectory correction and control recovery after a lateral impact on the vehicle. Specifically, when the on-board electronic control unit (ECU) determines that the current vehicle driving state does not conform to the predetermined trajectory, step S400A is executed, which accurately distinguishes between the impacted and unimpacted wheels based on the lateral impact detection results. For the unimpacted wheels, coordinated control of the steering, braking, and drive systems is initiated. The driving trajectory is corrected by dynamically adjusting the steering angle, accurately distributing the braking torque to suppress roll, and optimizing the drive force output to ensure attitude stability. For the impacted wheels, the focus is on the coordinated action of braking and drive. By adjusting the braking force and drive force distribution, the trajectory deviation caused by excessive force on the impacted wheels is avoided. If the ECU determines that the current vehicle driving state conforms to the predetermined trajectory, step S400B is executed, which immediately restores the normal control logic of the steering motor, so that the steering system returns to the preset control strategy, ensuring the consistency and stability of the vehicle's subsequent driving. The entire process dynamically switches the control mode based on the real-time trajectory determination results, realizing rapid correction of the vehicle's trajectory and smooth transition of the control state after the impact, ensuring driving safety and handling reliability.

[0032] Furthermore, step S200 may include, but is not limited to, steps S210A and S210B.

[0033] In step S210A, if the value of the lateral impact load is less than or equal to the first threshold or the value of the lateral impact load is greater than the second threshold, the steering motor is controlled to provide reverse assistance.

[0034] Step S210B: If the value of the lateral impact load is greater than the first threshold and less than or equal to the second threshold, then control the wheel that is impacted to release the steering control.

[0035] Those skilled in the art will understand that the first threshold includes the lateral impact value corresponding to the maximum reverse assist value of the steering motor, and the second threshold includes the lateral impact value corresponding to the damage to the steering gear mechanical components. The first threshold is less than the second threshold. Further, as an optional implementation, the first threshold can be considered as a small lateral impact on the wheel caused by uneven road surface. This impact will not damage vehicle components and is considered a safe impact. By applying reverse assist to the steering motor, the wheel deflection caused by the lateral impact can be completely offset. The second threshold can be considered as a larger impact that the autonomous vehicle cannot identify or predict through radar or cameras. Even with reverse assist from the motor, the wheel deflection cannot be offset. In this case, continuing to provide reverse assist would damage the steering motor or controller. Therefore, the steering control of this wheel is actively cut off, turning it into a passive "omnidirectional wheel" (similar to the wheels of a suitcase or shopping cart), thereby achieving the purpose of force dissipation. When the wheel impact is greater than the second threshold, it is generally considered that the impact will definitely cause damage to the vehicle. In this case, the steering motor provides reverse assist to allow the steering gear to absorb the impact energy as much as possible, ensuring that other components are not damaged.

[0036] Furthermore, step S400A may include, but is not limited to, steps S410A to S430A.

[0037] Step S410A: Calculate the deviation between the current trajectory and the predetermined trajectory.

[0038] It should be noted that the predetermined trajectory is a timestamped path point (including position, speed, and heading) output by the planning module. When the vehicle is impacted, it may deviate from the predetermined trajectory, so trajectory deviation needs to be calculated. In some embodiments, the controller monitors and calculates the trajectory deviation in real time, compares the current state with the predetermined trajectory, and calculates lateral position deviation, heading angle deviation, yaw rate deviation, and lateral velocity deviation, etc., to monitor the vehicle trajectory and prevent safety accidents caused by excessive deviation from the trajectory.

[0039] Step S420A: Calculate the steering force and combined driving and braking force required by the tires based on the trajectory deviation.

[0040] It's easy to understand that steering force and the combined driving and braking force are the core mechanical parameters that determine a vehicle's motion. They work together to achieve trajectory tracking, attitude stability, and power adjustment. The lateral force refers to the lateral force (lateral force) generated between the tire and the ground after the tire deflects through the steering system. Essentially, it's the lateral component (perpendicular to the vehicle's direction of travel) of the adhesion friction between the tire and the road surface. It's the core mechanical basis for the vehicle's steering, resistance to lateral deviation, and correction of trajectory errors. The combined driving and braking force refers to the vector sum (positive for driving force and negative for braking force) of the driving torque and braking force generated by the braking system in the longitudinal direction (parallel to the vehicle's direction of travel). It's the core longitudinal mechanical force for the vehicle's acceleration, deceleration, constant speed driving, and attitude stability. In some embodiments, algorithms such as MPC or PID are used to solve for the required additional yaw moment and longitudinal force, facilitating precise tire control and preventing vehicle rollover.

[0041] Step S430A: Based on the steering force and driving-braking combined force required by the tires, control the steer-by-wire braking, steer-by-wire and drive-by-wire systems to coordinate the steering, braking and driving actions of the wheels not affected by the impact, and control the wheels affected by the impact to coordinate the braking and driving actions.

[0042] Furthermore, steer-by-wire, steering-by-wire, and drive-by-wire are the three core execution systems. They achieve precise and rapid execution of control commands by replacing mechanical / hydraulic connections with electrical signals. The steer-by-wire system transmits braking commands via electrical signals, providing a braking solution with precise force distribution and rapid response; it is the core execution mechanism for vehicle longitudinal control (deceleration, parking, and attitude stabilization). The steering-by-wire system transmits steering commands via electrical signals, providing a steering solution with precise steering angle control, variable steering ratio, and no mechanical interference; it is the core execution mechanism for vehicle lateral control (trajectory tracking and direction correction). The drive-by-wire system transmits power control commands via electrical signals and the transmission shift mechanism, providing a drive solution with precise adjustment and dynamic distribution of driving force / torque; it is the core execution mechanism for vehicle longitudinal control (acceleration, constant speed, and power distribution). (Reference) Figure 6As an optional implementation, when the vehicle deviates from the predetermined trajectory, the wheels not impacted are precisely adjusted in steering angle by the steer-by-wire system to generate lateral correction force. The brake-by-wire system applies differential braking to generate additional yaw moment, and the drive-by-wire system dynamically distributes drive torque to optimize the synergistic effect of longitudinal force and yaw moment. The three are coordinated in real time by the electronic control unit (ECU) to achieve a closed-loop coordination of steering-braking-drive, quickly offsetting trajectory deviation and maintaining vehicle stability. At the same time, the impacted wheels (such as those with tire blowouts or slipping wheels) are precisely controlled by the brake-by-wire system to suppress instability propagation (such as moderate braking of the blown-out wheel and intermittent braking of the slipping wheel). The drive-by-wire system synchronously adjusts drive torque (such as cutting off the drive force of the slipping wheel and limiting the power output of the failed wheel). The two work together to prevent the impact from escalating, and together with the actions of the unimpacted wheels, the vehicle trajectory is restored and driving safety is ensured.

[0043] Step S440A: Once the vehicle conforms to the predetermined trajectory, normal control of the steering motor is restored.

[0044] Furthermore, once the vehicle is detected to be conforming to the predetermined trajectory, the steering motor resumes normal operation, ending the vehicle's anti-collision mode. Alternatively, once the vehicle conforms to the predetermined trajectory, the coordinated actions of steering, driving, and braking of the wheels are released, returning to normal driving control to ensure the vehicle travels along the expected trajectory and improve vehicle stability.

[0045] Figure 3 An example of a control method is given for the method of this application. Figure 4 An example of the four-wheel independent steering tire architecture of this application is given. Figure 4 The architecture includes a left front steering gear 410, a right front steering gear 420, a left rear steering gear 430, a right rear steering gear 440, and an ECU 450. The left front steering gear 410, right front steering gear 420, left rear steering gear 430, and right rear steering gear 440 are each independently controlled by the ECU 450. Below, in conjunction with... Figure 3 Method examples and Figure 4 The architecture example is provided, and the solution of this embodiment of the invention is described in detail and explained in a specific vehicle collision avoidance scenario. The control method includes the following steps: Step 1: Obtain lateral impact information for each wheel of the vehicle (represented by the rate of change of wheel rotational angular velocity, denoted as ). ,in The rate of change of demand angular velocity in autonomous driving mode. The rate of change of angular velocity during actual driving can be used to measure the difference between the actual rate of change of angular velocity and the expected rate of change of angular velocity, which reflects the magnitude of the impact on each vehicle.

[0046] Step 2: Compare the lateral impact value of the wheel with the preset threshold 1 (threshold 1 is the impact value corresponding to the maximum reverse assist value of the steering motor).

[0047] Step 3: Reference Figure 5 Steering gear 510 can be Figure 4 If the lateral impact value of the wheel is less than a threshold value of 1, the steering motor provides reverse assistance to prevent the wheel from deflecting in the direction of impact. To ensure that the vehicle travels along the expected trajectory, the actual travel trajectory of the vehicle is further compared with the expected travel trajectory. If the deviation value is large, the wheel that has not been impacted is controlled to perform steering, braking and driving coordinated actions, while the wheel that has been impacted is controlled to perform braking and driving coordinated actions to ensure that the vehicle travels along the expected trajectory, and control of the steering motor is restored.

[0048] Step Four: Reference Figure 6 The lateral impact value of the wheel is compared with the preset threshold 2. If the lateral impact value of the wheel is greater than threshold 1 and less than threshold 2 (threshold 2 is the impact value corresponding to the damage of the steering mechanical parts), the steering motor control of the wheel that was impacted is immediately cut off. In order to ensure that the vehicle travels along the expected trajectory, the actual travel trajectory of the vehicle is further compared with the expected travel trajectory. If the deviation value is large, the wheel that was not impacted is controlled to perform steering, braking and driving coordinated actions. At the same time, the wheel that was impacted is controlled to perform braking and driving coordinated actions to ensure that the vehicle travels along the expected trajectory. At the same time, the control of the steering motor is restored.

[0049] Step Six: When the lateral impact value of the wheel exceeds the preset threshold of 2, the steering motor provides reverse assistance to absorb the impact energy as much as possible and ensure that other parts of the vehicle are not damaged.

[0050] Figure 2 Please refer to the structural diagram of a wheel control system for a four-wheeled independent vehicle provided in this application embodiment. Figure 2 This application also provides a wheel control system for a four-wheeled independent vehicle, which can implement the above-mentioned wheel control method for a four-wheeled independent vehicle. The wheel control system for a four-wheeled independent vehicle includes: The data acquisition module is used to acquire the lateral impact load on each wheel; The motor control module is used to control the steering motor to provide reverse assistance based on the value of the lateral impact load; The judgment module is used to determine whether the current driving status of the vehicle conforms to the predetermined trajectory; The first control module is used to control the wheels that have not been impacted to perform steering, braking and driving coordinated actions if the current vehicle driving state does not conform to the predetermined trajectory, and to control the wheels that have been impacted to perform braking and driving coordinated actions. The second control module is used to restore steering motor control if the current vehicle driving state conforms to the predetermined trajectory.

[0051] It is understood that the content of the above method embodiments is applicable to this system embodiment. The specific functions implemented in this system embodiment are the same as those in the above method embodiments, and the beneficial effects achieved are also the same as those achieved in the above method embodiments.

[0052] This application also provides a vehicle, including a processor and a memory, the memory being used to store computer program code, the computer program code including computer instructions, the vehicle executing a wheel control method for a four-wheeled independent vehicle.

[0053] The vehicle can be a private car, such as a sedan, SUV, MPV, or pickup truck. It can also be a commercial vehicle, such as a van, bus, small truck, or large semi-trailer. The vehicle must have an electric motor capable of outputting power or acting as a generator to store mechanical energy. When the vehicle is a new energy vehicle, it can be a hybrid or a pure electric vehicle.

[0054] It is understood that the content of the above method embodiments is applicable to this vehicle embodiment. The specific functions implemented in this device embodiment are the same as those in the above method embodiments, and the beneficial effects achieved are also the same as those achieved in the above method embodiments.

[0055] To achieve the above objectives, another aspect of the embodiments of this application proposes a computer-readable storage medium storing a computer program that, when executed by a processor, implements a wheel control method for a four-wheeled independent vehicle.

[0056] It is understood that the content of the above method embodiments is applicable to this storage medium embodiment. The specific functions implemented in this storage medium embodiment are the same as those in the above method embodiments, and the beneficial effects achieved are also the same as those achieved in the above method embodiments.

[0057] Furthermore, one embodiment of the present invention also provides a computer program product, including a computer program or computer instructions, which are stored in a computer-readable storage medium. A processor of a computer device reads the computer program or computer instructions from the computer-readable storage medium and executes the computer program or computer instructions, causing the computer device to perform the wheel control method for a four-wheeled independent vehicle described above. Exemplarily, the above-described method is performed... Figure 1 The methods and steps in the text.

[0058] It is worth noting that, since the computer program product of this invention can execute the wheel control method of a four-wheeled independent vehicle of any of the above embodiments, the specific implementation method and technical effects of the computer program product of this invention can be referred to the specific implementation method and technical effects of the wheel control method of a four-wheeled independent vehicle of any of the above embodiments.

[0059] It will be understood by those skilled in the art that all or some of the steps and systems in the methods disclosed above can be implemented as software, firmware, hardware, and suitable combinations thereof. Some or all of the physical components can be implemented as software executed by a processor, such as a central processing unit, digital signal processor, or microprocessor, or as hardware, or as an integrated circuit, such as an application-specific integrated circuit. Such software can be distributed on a computer-readable medium, which can include computer storage media (or non-transitory media) and communication media (or transient media). As is known to those skilled in the art, the term computer storage media includes volatile and non-volatile, removable and non-removable media implemented in any method or technology for storing information (such as computer-readable instructions, data structures, program modules, or other data). Computer storage media includes, but is not limited to, RAM, ROM, EEPROM, flash memory or other memory technologies, CD-ROM, digital versatile disc (DVD) or other optical disc storage, magnetic cartridges, magnetic tape, disk storage or other magnetic storage devices, or any other medium that can be used to store desired information and is accessible to a computer. Furthermore, as is known to those skilled in the art, communication media typically include computer-readable instructions, data structures, program modules, or other data in modulated data signals such as carrier waves or other transmission mechanisms, and may include any information delivery medium.

[0060] The device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs.

Claims

1. A wheel control method for a four-wheeled independent vehicle, characterized in that, include: Obtain the lateral impact load on each wheel; The steering motor is controlled to provide reverse assistance based on the value of the lateral impact load; Determine whether the current driving status of the vehicle conforms to the predetermined trajectory; If the current driving state of the vehicle does not conform to the predetermined trajectory, the wheels that are not impacted are controlled to perform coordinated steering, braking and driving actions, and the impacted wheels are controlled to perform coordinated braking and driving actions to return to the predetermined trajectory. If the current driving status of the vehicle conforms to the predetermined trajectory, the normal control of the steering motor is restored.

2. The wheel control method for a four-wheeled independent vehicle according to claim 1, characterized in that, The acquisition of the lateral impact load on each wheel includes: The rate of change of angular velocity of each wheel is obtained as the value of the lateral impact load.

3. The wheel control method for a four-wheeled independent vehicle according to claim 1, characterized in that, The step of controlling the steering motor to provide reverse assistance based on the value of the lateral impact load includes: If the value of the lateral impact load is less than or equal to the first threshold or the value of the lateral impact load is greater than the second threshold, then the steering motor is controlled to provide reverse assistance. If the value of the lateral impact load is greater than the first threshold and less than or equal to the second threshold, then the wheel subjected to the impact is controlled to release steering control.

4. The wheel control method for a four-wheeled independent vehicle according to claim 3, characterized in that, The first threshold includes the lateral impact value when the steering motor provides the maximum reverse assist value.

5. The wheel control method for a four-wheeled independent vehicle according to claim 3, characterized in that, The second threshold includes the lateral impact value when the steering gear mechanical components are damaged.

6. The wheel control method for a four-wheeled independent vehicle according to claim 1, characterized in that, The step of controlling the wheels not affected by the impact to perform coordinated steering, braking, and driving actions, and controlling the impacted wheels to perform coordinated braking and driving actions to return to the predetermined trajectory if the current driving state of the vehicle does not conform to the predetermined trajectory, includes: Calculate the deviation between the current trajectory and the predetermined trajectory; Calculate the required steering force and combined driving and braking force for the tires based on the trajectory deviation; Based on the steering force and driving / braking combined force required by the tires, the steer-by-wire and drive-by-wire systems control the steering, braking, and driving actions of the wheels not affected by the impact, and control the braking and driving actions of the wheels affected by the impact. Once the vehicle conforms to the predetermined trajectory, normal control of the steering motor is restored.

7. A wheel control system for a four-wheeled independent vehicle, characterized in that, include: The data acquisition module is used to acquire the lateral impact load on each wheel; The motor control module is used to control the steering motor to provide reverse assistance based on the value of the lateral impact load; The judgment module is used to determine whether the current driving status of the vehicle conforms to the predetermined trajectory; The first control module is used to control the wheels that have not been impacted to perform coordinated steering, braking and driving actions, and to control the wheels that have been impacted to perform coordinated braking and driving actions to return to the predetermined trajectory if the current driving state of the vehicle does not conform to the predetermined trajectory. The second control module is used to restore normal control of the steering motor if the current vehicle driving state conforms to the predetermined trajectory.

8. A vehicle, characterized in that, include: A processor and a memory, the memory being used to store computer program code, the computer program code including computer instructions, wherein the processor, when executing the computer program, implements a wheel control method for a four-wheeled independent vehicle as described in any one of claims 1 to 6.

9. A computer-readable storage medium storing a computer program, characterized in that, When the computer program is executed by the processor, it implements a wheel control method for a four-wheeled independent vehicle as described in any one of claims 1 to 6.

10. A computer program product, comprising a computer program, characterized in that, When the computer program is executed by the processor, it implements a wheel control method for a four-wheeled independent vehicle as described in any one of claims 1 to 6.

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