Steering control method, electronic equipment and vehicle

Abstract

The invention relates to the technical field of vehicle control, in particular to a steering control method, electronic equipment and a vehicle. The method comprises the steps that after a vehicle power-on signal is received, a power-on initialization process is entered, whether the power-on initialization process is finished or not is judged, and a judgment result is obtained; receiving real-time steering wheel angle signals of a plurality of steering wheel angle control units in response to the judgment result that the power-on initialization process is finished; and performing combined detection on the real-time steering wheel angle signals corresponding to the plurality of steering wheel angle control units, determining whether the real-time steering wheel angle signals are abnormal or not, obtaining a detection result, and controlling the steering of the rear wheels of the vehicle according to the detection result. After it is determined that power-on initialization is finished, the accurate real-time steering wheel angle signals of the multiple steering wheel angle control units are received, in this way, the detection result obtained through detection is accurate, steering of the rear wheels of the vehicle is accurately controlled based on the detection result, misjudgment is avoided, and the whole logic process is simple and convenient.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, and in particular to a steering control method, electronic equipment, and vehicle. Background Technology

[0002] Currently, after the vehicle is powered on, each control unit on the vehicle undergoes an initialization process.

[0003] However, during the initialization process, the output values ​​of each control unit differ from the actual values. This can easily lead to misjudgments of anomalies when performing anomaly detection based on the differing output values, thus affecting the accuracy of vehicle control. Summary of the Invention

[0004] In view of this, the purpose of this application is to propose a steering control method, electronic device and vehicle to solve the technical problem that the output values ​​of each control unit differ from the actual values ​​due to the initialization process, which easily leads to misjudgment of anomaly detection when anomaly detection is performed based on the differing output values, thus affecting the accuracy of vehicle control.

[0005] To achieve the above objectives, this application provides a steering control method, comprising: After receiving the vehicle power-on signal, the power-on initialization process is initiated. The system then determines whether the power-on initialization process has ended and obtains the determination result. In response to the judgment result indicating the end of the power-on initialization process, the system receives real-time steering wheel angle signals from multiple steering wheel angle control units. The real-time steering wheel angle signals corresponding to the multiple steering wheel angle control units are combined and detected to determine whether the real-time steering wheel angle signals are abnormal, and the detection results are obtained. Based on the detection results, the steering of the vehicle's rear wheels is controlled.

[0006] Based on the same inventive concept, this application also provides a steering control device, comprising: The power-on initialization judgment module is configured to enter the power-on initialization process after receiving the vehicle power-on signal, determine whether the power-on initialization process has ended, and obtain the judgment result. The steering wheel angle signal determination module is configured to determine the real-time steering wheel angle signal of multiple steering wheel angle control units based on the judgment result; The rear wheel steering control module is configured to combine and detect the real-time steering wheel angle signals corresponding to the plurality of steering wheel angle control units, determine whether the real-time steering wheel angle signals are abnormal, obtain the detection results, and control the rear wheel steering of the vehicle based on the detection results.

[0007] Based on the same inventive concept, this application also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable by the processor, wherein the processor implements the method described above when executing the computer program.

[0008] Based on the same inventive concept, this application also provides a vehicle, including the steering control device as described above or the electronic device as described above.

[0009] As can be seen from the above, the steering control method, electronic equipment, and vehicle provided in this application perform a determination process to see if the power-on initialization is complete after the vehicle is powered on. After confirming that the multiple steering wheel angle control units on the vehicle have resumed normal function after the power-on initialization is complete, the system receives real-time steering wheel angle signals from these control units. This ensures that the received real-time steering wheel angle signals are relatively accurate. The system then combines these accurate signals to determine the differences between them. If the difference is within the normal range, the detection result is considered normal; if the difference exceeds the normal range, the detection result is considered abnormal in steering control. Because the real-time steering wheel angle signals are relatively accurate, the resulting detection results are also relatively accurate. Based on these results, the system accurately controls the rear wheel steering, avoiding misjudgments in abnormality detection. This allows the vehicle to operate stably, improving vehicle safety. Furthermore, the entire logic process is simple and convenient, reducing the workload of modifying the logic program. Attached Figure Description

[0010] To more clearly illustrate the technical solutions in this application or related technologies, the drawings used in the description of the embodiments or related technologies will be briefly introduced below. Obviously, the drawings described below are only embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0011] Figure 1 This is a flowchart of a steering control method according to an embodiment of this application; Figure 2 This is a logical schematic diagram of the steering control method according to an embodiment of this application; Figure 3 This is a structural block diagram of the steering control device according to an embodiment of this application; Figure 4 This is a schematic diagram of the structure of an electronic device according to an embodiment of this application. Detailed Implementation

[0012] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with specific embodiments and the accompanying drawings.

[0013] It should be noted that, unless otherwise defined, the technical or scientific terms used in the embodiments of this application should have the ordinary meaning understood by one of ordinary skill in the art to which this application pertains. The terms "first," "second," and similar terms used in the embodiments of this application do not indicate any order, quantity, or importance, but are merely used to distinguish different components. Terms such as "comprising" or "including" mean that the element or object preceding the word encompasses the elements or objects listed after the word and their equivalents, without excluding other elements or objects. Terms such as "connected" or "linked" are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. Terms such as "upper," "lower," "left," and "right" are only used to indicate relative positional relationships; when the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0014] VCU: Vehicle Control Unit.

[0015] CAN: Controller Area Network, is a serial communication protocol bus used for real-time applications.

[0016] EPS: Electric Power Steering.

[0017] APP: Application.

[0018] PDA: Personal Digital Assistant.

[0019] ECU: Electronic Control Unit.

[0020] BCM: Body Control Module.

[0021] LIN: Local Interconnect Network.

[0022] The vehicle is equipped with a vehicle control unit (VCU), which receives data from various control units in the vehicle via CAN bus, wireless communication, or hard wiring, analyzes and processes the data to determine the corresponding control commands, and sends the control commands to the corresponding execution units to ensure the vehicle maintains normal and stable operation.

[0023] In related technologies, after a vehicle is powered on, it enters the power-on initialization phase. During this initialization process, each control unit sends output values ​​to the vehicle control unit (VCU). Because the output values ​​of each control unit are inaccurate and differ from the actual values ​​during initialization, if the VCU performs anomaly detection based on these inaccurate output values, it may directly detect the data anomaly and then directly issue a return-to-center command to the rear wheels, causing them to return to center. This can lead to abnormal return-to-center behavior of the rear wheels.

[0024] In response to this situation, each control unit is usually allowed to perform data delay transmission or send alternative values ​​separately. The actual values ​​are then sent after initialization is complete. This results in changes to the data transmission logic, requiring the transmission logic to be re-identified and modified. This makes the control system program composed of various control units and controllers in the vehicle complex, difficult to maintain, and also brings a lot of work to be done in modifying the logic program.

[0025] Based on the above, the embodiments of this application will be described in detail below with reference to the accompanying drawings.

[0026] The steering control method proposed in the embodiments of this application is applied to the controller of a vehicle (e.g., vehicle control unit, steering controller, or rear wheel steering controller).

[0027] like Figure 1 As shown, the method includes: Step 101: After receiving the vehicle power-on signal, enter the power-on initialization process, determine whether the power-on initialization process has ended, and obtain the determination result.

[0028] In specific implementation, the triggering conditions for the vehicle power-on signal include: issuing a vehicle power-on signal via a key, issuing a vehicle power-on signal via an application on the terminal (e.g., an APP), or issuing a vehicle power-on signal via the vehicle's power switch. The terminal includes at least one of the following: mobile phone, mobile computer, tablet computer, media player, smart wearable device, or personal digital assistant (PDA).

[0029] After the vehicle receives the power-on signal, it starts the power supply, allowing the power supply to output electrical energy to various control units (including multiple steering wheel angle control units). Each control unit then starts up. This process is called the power-on initialization process.

[0030] During power-on initialization, the various control units may not have completed initialization yet, and the corresponding power supply mode state is the initialization state. Because the control units have not yet completed initialization, the data signals fed back by these control units are unreliable. To avoid the influence of these unreliable data signals...

[0031] The system identifies whether the power-on initialization process has ended, and obtains an accurate judgment result, which includes whether the power-on initialization process has ended or not. For example, the judgment is made based on the current state of the power supply. If the current state of the power supply is the initialization state, the judgment result is that the power-on initialization process has not ended; if the current state of the power supply is the start-up state or the ignition state, the judgment result is that the power-on initialization process has ended.

[0032] Step 102: In response to the judgment result indicating that the power-on initialization process has ended, receive real-time steering wheel angle signals from multiple steering wheel angle control units.

[0033] In practice, if the judgment result indicates that the power-on initialization process is complete, it proves that all control units (including multiple steering wheel angle control units) have completed their processing, and their feedback signals are reliable. These multiple steering wheel angle control units include: the combination switch controller and the EPS (Electric Power Supply).

[0034] At this point, it can normally receive real-time steering wheel angle signals from multiple steering wheel angle control units.

[0035] Step 103: Combine and detect the real-time steering wheel angle signals corresponding to the multiple steering wheel angle control units to determine whether the real-time steering wheel angle signals are abnormal, obtain the detection results, and control the steering of the vehicle's rear wheels based on the detection results.

[0036] In practice, each of the multiple steering wheel angle control units sends a corresponding real-time steering wheel angle signal back to the vehicle's controller. Specifically, each steering wheel angle control unit sends its determined real-time steering wheel angle signal back to the vehicle's controller via a bus.

[0037] The real-time steering wheel angle signal includes: the steering wheel angle value and a timestamp.

[0038] Then, these real-time steering wheel angle signals can be compared, and the results of the comparison can be used to determine whether the real-time steering wheel angle signals are abnormal, thus obtaining accurate detection results.

[0039] If the detection result is abnormal, the rear wheel steering control unit will be controlled to perform a steering return operation to prevent abnormal steering of the rear wheels, which would make the vehicle unable to drive smoothly; if the detection result is normal, the rear wheel steering control unit will be allowed to operate normally according to the normal rear wheel steering control signal.

[0040] The above scheme involves determining whether the power-on initialization is complete after the vehicle is powered on. Once the multiple steering wheel angle control units on the vehicle have resumed normal function after power-on initialization, it receives real-time steering wheel angle signals from these control units. This ensures the accuracy of the received real-time steering wheel angle signals. The differences between these signals are then determined by combining them. If the difference is within the normal range, the detection result is considered normal; otherwise, if the difference exceeds the normal range, the detection result indicates an abnormality in steering control. Because the real-time steering wheel angle signals are accurate, the resulting detection results are also accurate. Based on these results, the vehicle's rear wheel steering is accurately controlled, avoiding misjudgments of abnormality detection. This ensures stable vehicle operation and improves vehicle safety. Furthermore, the entire logic process is simple and convenient, reducing the workload of modifying the logic program.

[0041] As a preferred embodiment, if the determination result is that the power-on initialization process has not ended, the reception of real-time steering wheel angle signals from multiple steering wheel angle control units is prohibited, and the set steering wheel angle signal is used as the target steering wheel angle signal for multiple steering wheel angle control units.

[0042] Then, the target steering wheel angle signals from multiple steering wheel angle control units are combined for detection. Since multiple steering wheel angle control units use the same target steering wheel angle signal, there will be no deviation. Therefore, it is determined that the target steering wheel angle signal is normal, and a detection result of no abnormality is obtained. At this point, the rear wheel steering will operate normally without any return-to-center adjustment. This prevents the rear wheel steering from abnormally returning to center during the power-on initialization process.

[0043] In some embodiments, step 101 includes: Step 1011: After receiving the vehicle power-on signal, enter the power-on initialization process and determine whether the steering wheel steering type is steer-by-wire.

[0044] In practice, vehicles may or may not be equipped with steer-by-wire functionality. Steer-by-wire is a method of controlling the steering of the wheels by replacing the mechanical steering linkage with electronic steering signals.

[0045] The steer-by-wire process is as follows: The main function of the steering wheel assembly is to convert the driver's steering intention (by measuring the steering wheel angle) into a digital signal and transmit it to the vehicle's main controller. Simultaneously, the steering wheel assembly receives torque signals from the main controller and generates a steering wheel return torque to provide the driver with corresponding road feel information. The steering assembly includes front wheel angle sensors, a steering actuator motor, a steering motor controller, and front wheel steering components. The function of the steering assembly is to receive commands from the main controller and, through the steering motor controller, control the front wheel steering components to rotate the steering wheels, thus realizing the driver's steering intention.

[0046] Furthermore, the parameter configuration items corresponding to the steering wheel steering type are preset (for example, F or other representative symbols, which can be set according to actual needs). In this way, the steering wheel steering type can be accurately determined as steer-by-wire based on the parameter configuration items corresponding to the steering wheel steering type.

[0047] If the vehicle does not have steer-by-wire functionality, the parameter configuration item corresponding to the steering wheel type is the first value (e.g., F=0), and the steering wheel type is non-steer-by-wire. If the vehicle is equipped with steer-by-wire, and the steer-by-wire function is activated, the parameter configuration item corresponding to the steering wheel type will be the second value (for example, F=1), and the steering wheel type will be steer-by-wire.

[0048] Step 1012: In response to the fact that the steering wheel steering type is steer-by-wire and the vehicle speed is determined to be greater than the vehicle speed threshold, determine whether the power-on initialization process has ended and obtain the determination result.

[0049] In practice, because vehicles equipped with steer-by-wire function often have other functions that require steering wheel control when parked (such as playing racing games on the central control screen while parked), the steering wheel will be turned. At this time, the vehicle may not activate all controllers, and the steering wheel angle signals sent may be different. In order to avoid false alarms, the vehicle speed is determined to determine whether the vehicle has entered driving mode by checking whether the vehicle speed is greater than the speed threshold.

[0050] If the vehicle speed is greater than the speed threshold, it means that the vehicle has entered driving mode. The driver controls the vehicle through the steering wheel. The steering wheel angle signal is accurate. The process of determining whether the power-on initialization process has ended can continue, and then the subsequent steps 102 and 103 can continue to be executed.

[0051] If the vehicle speed is less than the speed threshold, it means that the vehicle has not entered driving mode. The driver may perform other functions through the steering wheel (for example, playing a racing game through the central control screen while the vehicle is parked). At this time, the process of determining whether the power-on initialization process has ended will stop, and the subsequent steps 102 and 103 will stop.

[0052] Alternatively, in step 1013, in response to the steering wheel type being a non-drive-by-wire steering type, it is determined whether the power-on initialization process has ended, and a determination result is obtained.

[0053] In practice, if the steering wheel type is non-steer-by-wire, it means that the steer-by-wire function has not been activated or the vehicle has not been set to steer-by-wire. In this case, the steering wheel angle signal is only used for driving control and is accurate. The process of judging whether the power-on initialization process has ended can be directly entered to obtain an accurate judgment result. Based on the judgment result, it is determined whether the subsequent steps 102 and 103 need to be executed.

[0054] The above scheme accurately identifies the steering wheel type of the vehicle. If it is a steer-by-wire type, to avoid the influence of other steering wheel control functions, the vehicle speed is judged. Only after confirming that the vehicle speed is greater than the speed threshold can it be determined that the vehicle has entered the driving control stage. At this time, the steering wheel is used for driving control, and the process of judging whether the power-on initialization process has ended can continue. If the steering wheel type is a non-steer-by-wire type, there is no need to judge the vehicle speed; it can be directly determined that the current steering wheel is used for driving control, and the process of judging whether the power-on initialization process has ended can continue. In this way, regardless of whether the vehicle's steering wheel type is a steer-by-wire type, the process of judging whether the power-on initialization process has ended can be accurately entered, ensuring that this scheme can be executed accurately and smoothly.

[0055] In some embodiments, the step 101 of determining whether the power-on initialization process has ended and obtaining a determination result includes: Step 1011: Obtain the current power supply status and determine whether the current power supply status is in the start-up state or the ignition state.

[0056] In practice, during the power-on initialization process, each control unit performs an initialization process, and the vehicle controller (e.g., VCU) performs an initialization check on each control unit. During the initialization check, the current power supply state is "initialization state"; after the initialization check is completed and each control unit returns to normal function, the current power supply state will change to "start state" (e.g., ON) or "ignition state" (e.g., Crank).

[0057] Step 1012: In response to the current state of the power supply being either in the startup state or the ignition state, determine the judgment result as the power-on initialization process ending.

[0058] Alternatively, in step 1013, in response to the fact that the current state of the power supply is not in the startup state and is not in the ignition state, the determination result is that the power-on initialization process has not ended.

[0059] In practice, a flag bit corresponding to the judgment result is pre-set (e.g., P). If the current state of the power supply is the start-up state or the ignition state, it can be determined that the power-on initialization process has ended, and the flag bit of the corresponding judgment result is the third value (e.g., P=1). If the current state of the power supply is neither the start-up state nor the ignition state (e.g., the initialization state), it can be determined that the power-on initialization process has not ended, and the flag bit of the corresponding judgment result is the fourth value (e.g., P=0).

[0060] The above scheme can accurately determine whether the vehicle's power-on initialization process has ended based on the current power supply status, ensuring the accuracy of the corresponding judgment result. This facilitates the subsequent detection process of the steering wheel angle signal based on the accurate judgment result.

[0061] In some embodiments, step 103 includes: Step 1031: Compare the real-time steering wheel angle signals corresponding to the multiple steering wheel angle control units to determine the difference value.

[0062] In practice, the multiple steering wheel angle control units include a combination switch controller and an EPS, both of which can determine the steering wheel angle signal in real time.

[0063] The combination switch controller, typically integrated into the steering column control module or managed by the Body Control Module (BCM), detects the on / off states of the steering wheel stalks and buttons. The controller itself is a set of physical contacts. When the user operates the steering wheel stalks, it changes the resistance or on / off state of the circuit. The combination switch controller (or directly via a channel of the BCM) detects these changes, encodes them into specific digital signals (i.e., real-time steering wheel angle signals), and sends these signals to the Body Control Module (BCM) via the LIN bus or hardwired connection. The BCM then transmits the signals to the vehicle's controller via the CAN bus.

[0064] EPS stands for Electric Power Steering, which detects the mechanical movement of the steering wheel itself. EPS uses a multi-turn absolute encoder with a steering angle sensor to accurately measure how many turns and degrees the steering wheel has turned to the left or right from the center position. This data is processed by the EPS and converted into steering angle information (i.e., real-time steering wheel angle signal), which is then sent to the vehicle's controller via the CAN bus.

[0065] The vehicle's controller compares the real-time steering wheel angle signals corresponding to each steering wheel angle control unit, and then determines the difference between them based on the comparison. If multiple steering wheel angle control units have N corresponding differences, and the number of differences is N×(N-1) / 2, then the average of these differences can be calculated as the final difference value, or the maximum of these differences can be used as the final difference value. This comparison process is performed using the diagnostic module in the vehicle's controller.

[0066] For example, multiple steering wheel angle control units include a combination switch controller and an EPS. The real-time steering wheel angle signal corresponding to the combination switch controller is subtracted from the real-time steering wheel angle signal corresponding to the EPS, and the difference is used as the final difference value.

[0067] Step 1032: In response to the difference value being greater than the difference threshold and remaining there for a predetermined time, determine that the detection result indicates an abnormality in the steering control.

[0068] In practice, after obtaining the difference value, the diagnostic module in the vehicle controller will compare the difference value with a preset difference threshold (which can be calibrated according to actual needs). If the difference value is greater than the difference threshold and the duration of the difference value being greater than the difference threshold is longer than the predetermined duration, it proves that there is an abnormality in the overall steering control signal of the vehicle.

[0069] Step 1033: Generate a rear wheel steering return command and send the rear wheel steering return command to the rear wheel steering control unit so that the rear wheel steering control unit can execute the rear wheel steering return command and control the rear wheels to perform steering return processing.

[0070] In practice, since the front wheel steering is directly controlled by the steering wheel and generally does not have any abnormalities, in order to ensure that the vehicle can respond to abnormal steering control signals in a timely manner, it is necessary to return the rear wheel steering to center. Therefore, after determining that there is an abnormality in the steering control, the vehicle controller will generate a rear wheel steering return command.

[0071] Then the vehicle's controller sends the rear wheel steering return command to the rear wheel steering control unit via the CAN bus, allowing the rear wheel steering control unit to control the rear wheels to perform the return operation, thus completing the rear wheel steering return process. Then, based on the rear wheel return, the rear wheel steering control unit adjusts the rear wheel steering according to the current steering requirements.

[0072] The above scheme allows for the comparison of real-time steering wheel angle signals from various steering wheel control units, thereby determining the accurate difference value. If the difference value exceeds the difference threshold and remains for a predetermined duration, an anomaly in the steering control signal can be accurately identified. To ensure the normal operation of vehicle steering control, a corresponding rear wheel steering return command is generated and sent to the rear wheel steering control unit. The rear wheel steering control unit then controls the rear wheels to return to center, restoring them to their initial forward position. Based on this return, the rear wheel steering is adjusted according to the current steering requirements, enabling the rear wheels to cooperate normally with the front wheels to complete the vehicle steering control process.

[0073] In some embodiments, step 1033 includes: Step 10331: Generate a rear wheel steering return command and subtract the difference threshold from the difference value to obtain the difference deviation amount.

[0074] In practice, the difference value minus the difference threshold deviation can characterize the degree to which the current steering process deviates from the normal situation.

[0075] Step 10332: Determine the positive angular velocity of the subsequent cycle based on the difference deviation.

[0076] In practice, the corresponding relationships of the positive angular velocities of the subsequent cycles corresponding to each difference deviation are pre-stored. The storage methods include: table storage, key-value pair storage, curve formula storage, or graphical structure storage.

[0077] The table storage method involves: using the difference deviation as a row (or column) of the table, adding the corresponding positive angular velocity of each difference offset in the next row (or column) of the table, and then storing the table.

[0078] The key-value pair storage method is as follows: the difference deviation is used as the key, and its corresponding positive angular velocity in the subsequent cycle is used as the value to form a key-value pair for storage.

[0079] The curve formula is stored as follows: the difference deviation determined during the actual vehicle test is fitted with the positive angular velocity of the rear wheel to determine the corresponding fitted curve formula, and the fitted curve formula is stored.

[0080] The graphic structure is stored as follows: determine the color corresponding to each difference deviation, form a graphic for the positive angular velocity of the subsequent cycle corresponding to each color mark, and store the graphic.

[0081] Step 10333: The rear wheel return-to-center angular velocity is combined with the rear wheel steering return-to-center command and sent to the rear wheel steering control unit so that the rear wheel steering control unit can execute the rear wheel steering return-to-center command and control the rear wheels to perform steering return-to-center processing according to the rear wheel return-to-center angular velocity.

[0082] In practice, after the vehicle's controller receives the rear wheel return-to-center angular velocity, it combines it with the rear wheel steering return-to-center command to form a combined string. The corresponding combination method is to place the rear wheel return-to-center angular velocity at the beginning or end of the rear wheel steering return-to-center command.

[0083] Then, the vehicle's controller sends the combined string to the rear wheel steering control unit. The rear wheel steering control unit then extracts the rear wheel steering return command and the rear wheel return angle from the combined string. Based on the rear wheel steering return command, it controls the rear wheel control motor to perform the return operation, and controls the power of the rear wheel control motor according to the rear wheel return angle, thereby controlling the rear wheels to perform the return process according to the rear wheel return angle.

[0084] The above method can determine the corresponding rear wheel steering return angular velocity based on the difference deviation between the difference value and the difference threshold, thereby achieving precise control of rear wheel steering return.

[0085] As a preferred embodiment, the positive angular velocity of the later cycle can also be determined using a positive determination model of the later cycle obtained by pre-training a neural network model.

[0086] The specific training process of the post-recurrence positive determination model is as follows: (1) A predetermined number of training samples are collected in advance. Each training sample includes: the steering wheel angle signal determined by each steering wheel control unit, as well as the corresponding difference value and difference deviation amount. The correct rear wheel steering angle return velocity is marked for each training sample.

[0087] (2) A neural network model is pre-constructed, which includes: an input layer (the input port of the input layer corresponds to the dimension of the training sample), a hidden layer with the same number of data types as the training sample (the hidden layer includes: multiple steering wheel angle analysis layers, difference value analysis layers, and difference deviation analysis layers), and an output layer.

[0088] (3) The first training sample is input through the input layer in sequence, and then input to each hidden layer. In this way, each hidden layer extracts the corresponding type of data from the training sample for analysis and inputs the analysis results into the next hidden layer. The last hidden layer integrates the final analysis results to determine the corresponding positive angular velocity of the next cycle and sends it to the output layer.

[0089] For example, the corresponding hidden layers are connected sequentially, including: a combination switch analysis layer, an EPS analysis layer, a difference value analysis layer, a difference deviation analysis layer, and a rear-wheel positive angular velocity analysis layer. The combination switch analysis layer extracts the first steering wheel angle information corresponding to the combination switch from the training samples and outputs this information along with the training samples to the EPS analysis layer. The EPS analysis layer extracts the second steering wheel angle information corresponding to the EPS from the training samples and sends both the first and second steering wheel angle information to the difference value analysis layer. This layer calculates the difference between the first and second steering wheel angle information and sends this difference value to the difference deviation analysis layer. The difference deviation analysis layer subtracts a difference threshold from the difference value to obtain the difference deviation, which is then sent to the rear-wheel positive angular velocity analysis layer. Finally, the rear-wheel positive angular velocity analysis layer determines the rear-wheel positive angular velocity corresponding to this difference deviation and sends it to the output layer.

[0090] (4) The output layer processes the data of the positive angular velocity of the subsequent cycle and outputs it.

[0091] (5) Determine whether the output positive angular velocity of the back loop matches the marked positive angular velocity of the back loop. If they do not match, adjust the parameters in each hidden layer of the neural network model, and then continue training according to the above steps (3) and (4) so ​​that the adjusted neural network model can output the accurate positive angular velocity of the back loop. If they match, train the next training sample according to the above steps (3) and (4).

[0092] (6) Once all training samples have been trained, or the accuracy of the adjusted neural network model has reached a predetermined value, the training is considered complete, and the final adjusted neural network model is used as the positive determination model for the next cycle.

[0093] Then, after obtaining the positive deterministic model of the later cycle, the process of determining the positive angular velocity of the later cycle using this positive deterministic model is as follows: (1) Input the real-time steering wheel angle information of multiple steering wheel control units through the input layer, and then analyze the real-time steering wheel angle information of multiple steering wheel control units through each hidden layer to determine the corresponding rear wheel positive angular velocity and send it to the output layer.

[0094] (2) The output layer sorts out the positive angular velocity of the next cycle and outputs it.

[0095] The above approach utilizes the trained rear wheel positive angular velocity determination model to analyze the real-time steering wheel angle information of multiple steering wheel control units, ensuring that the determined rear wheel positive angular velocity is more accurate and better meets the actual rear wheel positive angular velocity requirements.

[0096] In some embodiments, after step 10333, the method further includes: Step A1: Determine the return-to-normal duration corresponding to the deviation amount.

[0097] In practice, to ensure the rear wheels return to center effectively, they need to remain in the center position for a certain period of time (i.e., the return-to-center duration). This return-to-center duration can be determined based on the difference in deviation.

[0098] The corresponding relationship of the return-to-normal duration for each difference deviation is pre-stored. The storage methods include: table storage, key-value pair storage, curve formula storage, or graphical structure storage.

[0099] The table storage method involves storing the difference deviation as a row (or column) of the table, adding the corresponding return-to-normal duration for each difference deviation in the next row (or column), and then storing the table.

[0100] Key-value pair storage is performed by using the difference deviation as the key and its corresponding return-to-normal duration as the value to form a key-value pair for storage.

[0101] The curve formula is stored as follows: the difference deviation determined during the actual vehicle test is fitted with the return-to-center time, the corresponding fitted curve formula is determined, and the fitted curve formula is stored.

[0102] The graphical structure is stored as follows: determine the color corresponding to each deviation amount, form a graph for the return-to-normal duration corresponding to each color mark, and store the graph.

[0103] Step A2: Upon receiving feedback from the rear wheel steering control unit that the rear wheels have returned to center, start timing. During the centering time, stop sending rear wheel steering control signals to the rear wheel steering control unit.

[0104] In practice, to ensure the correct operation of the rear wheel steering control, the rear wheel return-to-center time will not be too long, for example, 1ms, 2ms, or 3ms, and generally less than 1 second. To ensure that the rear wheel return-to-center time is maintained for the specified duration, the rear wheel steering control signal will be stopped from being sent to the rear wheel steering control unit during the return-to-center time. In this way, the rear wheel steering control unit will keep the rear wheels in a returned-to-center state.

[0105] Step A3: After the return-to-center duration ends, the current rear wheel steering control signal is sent to the rear wheel steering control unit so that the rear wheel steering control unit can perform normal steering control according to the current rear wheel steering control signal.

[0106] In practice, after the rear wheels have been in the center position for a certain period of time, the vehicle's controller will return to the normal control state of the rear wheel steering control unit. That is, the vehicle's controller will send the current rear wheel steering control signal to the rear wheel steering control unit normally, and then perform normal rear wheel steering control.

[0107] The above solution allows the rear wheels to maintain their alignment for a longer period after returning to center, resulting in better rear wheel alignment and preventing deviations in subsequent rear wheel steering control due to poor rear wheel alignment.

[0108] In some embodiments, generating the rear wheel steering return command in step 1033 includes: In response to the steering wheel type being steer-by-wire and after determining that the vehicle speed is greater than the vehicle speed threshold, a rear wheel steering return command is generated.

[0109] In practice, because vehicles equipped with steer-by-wire functionality often have other functions that require steering wheel control when parked (such as playing racing games on the central control screen while parked), the steering wheel will be turned. At this time, the vehicle may not activate all controllers, and the steering wheel angle signals sent may differ.

[0110] Therefore, after determining that the detection result indicates an abnormality in steering control, the steering wheel steering type will be identified in order to avoid the influence of the steer-by-wire function.

[0111] If the steering wheel is set to steer-by-wire, vehicle speed will be checked. If the speed exceeds a certain threshold, the vehicle is in driving mode, and the driver is controlling the vehicle via the steering wheel. Since the steering wheel angle signal is accurate, a rear-wheel steering return command will be generated. If the speed is less than or equal to the speed threshold, the vehicle is not in driving mode, the steering wheel angle signal is inaccurate, and the rear-wheel steering return command will be prevented from being generated.

[0112] If the steering wheel type is non-steer-by-wire, a rear wheel steering return command will be generated directly.

[0113] The above scheme, after determining that the detection result indicates an abnormality in steering control, can accurately determine whether the steering wheel type is steer-by-wire. If it is steer-by-wire, to avoid the influence of other steering wheel control functions, the vehicle speed will be checked. Only when the vehicle speed is greater than the vehicle speed threshold can the rear wheel steering return command be generated normally. If the vehicle speed is less than or equal to the vehicle speed threshold, the generation of the rear wheel steering return command will be prohibited to avoid the rear wheel steering return command affecting other user operations. Furthermore, if the steering wheel type is non-steer-by-wire, there is no need to check the vehicle speed, and the rear wheel steering return command will be generated directly to return the rear wheels to center.

[0114] In some embodiments, after step 1033, the method further includes: Step B1: Count the number of times the rear wheel steering return command is generated.

[0115] Step B2: In response to the number of generation times exceeding the threshold, a fault is determined in the vehicle steering wheel angle control, a steering wheel angle fault signal is generated, and the steering wheel angle fault signal is output.

[0116] In practice, the vehicle's controller monitors the real-time steering wheel angle information from each steering wheel control unit. If an anomaly is detected, a rear wheel steering return command is generated. Therefore, by counting the number of rear wheel steering return commands generated, the number of anomalies in the real-time steering wheel angle information from each steering wheel control unit can be determined. If the number exceeds a threshold, it indicates a steering wheel angle malfunction, and a steering wheel angle malfunction signal is generated to alert the user, prompting them to have the vehicle inspected and repaired promptly.

[0117] The above solution can determine whether there is a malfunction in the steering wheel angle control based on the number of times the rear wheel steering return command is generated. Once a steering wheel angle malfunction is confirmed, a steering wheel angle malfunction signal will be output to the user, allowing the user to perform timely inspection and repair, thus avoiding vehicle safety accidents and improving vehicle safety performance.

[0118] The steering control method of this application is described below with reference to a specific embodiment, such as... Figure 2 The logic diagram shown below illustrates the specific process as follows: 1. For steering wheel types that are not steer-by-wire: 1) The vehicle's controller (VCU) determines the current power supply status. If it changes from "initialization state" to "ON" (i.e., start-up state) or "Crank" (i.e., ignition state), it indicates that the power-on initialization process is complete and the vehicle's entire communication network is working normally. The vehicle's controller (VCU) then receives real-time steering wheel angle information from various steering wheel control units (e.g., combination switch controller and EPS) for the diagnostic module to test. If the current power supply status is "initialization state," it indicates that the power-on initialization process is not complete. In this case, the vehicle's controller (VCU) will use the set steering wheel angle signal instead of the real-time steering wheel angle information for the diagnostic module to test.

[0119] 2) The diagnostic module in the vehicle's controller (VCU) will judge the set steering wheel angle signal before the power-on initialization process is over. Since the set steering wheel angle signal is uniform, the difference will not exceed the difference threshold. When the power-on initialization process is over, the module will calculate the difference of the real-time steering wheel angle information of each steering wheel control unit (e.g., combination switch controller and EPS) and judge whether the difference exceeds the difference threshold. If the difference exceeds the difference threshold and remains for a predetermined time, it is determined that there is a signal abnormality, and a rear wheel return command is generated and sent to the rear wheel steering control unit. Otherwise, it is determined to be normal and the normal operation of the rear wheel steering control is maintained.

[0120] 2. The steering wheel type is steer-by-wire: In the vehicle's controller (VCU), it is determined whether the vehicle speed exceeds the vehicle speed threshold (to determine whether to enter driving mode). If so, the processes 1) and 2) above are executed. Otherwise, the current operating state of the vehicle is maintained.

[0121] The above scheme can determine whether the power-on initialization process has ended based on the current power supply status. Only after the power-on initialization process is completed will the real-time steering wheel angle information of each steering wheel control unit (e.g., combination switch controller and EPS) be detected. This avoids the rear wheel steering misjudgment and abnormal rear wheel return to center caused by inconsistent steering wheel angle information of each steering wheel control unit before the power-on initialization is completed. It also reduces the workload of software maintenance.

[0122] It should be noted that the method in this embodiment can be executed by a single device, such as a computer or server. The method can also be applied in a distributed scenario, where multiple devices cooperate to complete the task. In such a distributed scenario, one of these devices may execute only one or more steps of the method in this embodiment, and the multiple devices will interact with each other to complete the method described.

[0123] It should be noted that the above description describes some embodiments of this application. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recorded in the claims can be performed in a different order than that shown in the above embodiments and still achieve the desired result. Furthermore, the processes depicted in the drawings do not necessarily require a specific or sequential order to achieve the desired result. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0124] Based on the same inventive concept, corresponding to any of the above embodiments, this application also provides a steering control device.

[0125] refer to Figure 3 The device includes: The initialization status judgment module 201 is configured to enter the power-on initialization process after receiving the vehicle power-on signal, determine whether the power-on initialization process has ended, and obtain the judgment result. The steering wheel angle signal determination module 202 is configured to receive real-time steering wheel angle signals from multiple steering wheel angle control units in response to the determination result indicating the end of the power-on initialization process. The steering wheel angle signal detection module 203 is configured to combine and detect the real-time steering wheel angle signals corresponding to the plurality of steering wheel angle control units, determine whether the real-time steering wheel angle signals are abnormal, obtain the detection results, and control the steering of the vehicle's rear wheels based on the detection results.

[0126] In some embodiments, the initialization state determination module 201 is specifically configured as follows: After receiving the vehicle power-on signal, the power-on initialization process is initiated to determine whether the steering wheel steering type is steer-by-wire. In response to the steering wheel type being steer-by-wire and the vehicle speed being greater than a vehicle speed threshold, the system determines whether the power-on initialization process has ended and obtains a result; or, In response to the fact that the steering wheel steering type is a non-drive-by-wire steering type, it is determined whether the power-on initialization process has ended, and a determination result is obtained.

[0127] In some embodiments, the initialization state determination module 201 is further configured as follows: Obtain the current power supply status and determine whether the current power supply status is in the start-up state or the ignition state; In response to the current state of the power supply being either in the startup state or the ignition state, the determination result is that the power-on initialization process has ended; or, In response to the fact that the current state of the power supply is neither the startup state nor the ignition state, the determination result is that the power-on initialization process has not ended.

[0128] In some embodiments, the steering wheel angle signal detection module 203 is specifically configured as follows: The real-time steering wheel angle signals corresponding to multiple steering wheel angle control units are compared to determine the difference value; If the difference value is greater than the difference threshold and remains so for a predetermined time, the detection result is determined to be an abnormality in the steering control. A rear wheel steering return command is generated and sent to the rear wheel steering control unit so that the rear wheel steering control unit can execute the rear wheel steering return command and control the rear wheels to perform steering return processing.

[0129] In some embodiments, the steering wheel angle signal detection module 203 is further configured as follows: Generate a rear wheel steering return command, and subtract the difference threshold from the difference value to obtain the difference deviation amount; The positive angular velocity of the subsequent cycle is determined based on the aforementioned difference deviation. The rear wheel return-to-center angular velocity is combined with the rear wheel steering return-to-center command and sent to the rear wheel steering control unit, so that the rear wheel steering control unit can execute the rear wheel steering return-to-center command and control the rear wheels to perform steering return-to-center processing according to the rear wheel return-to-center angular velocity.

[0130] In some embodiments, the steering wheel angle signal detection module 203 is further configured as follows: After combining the rear wheel return-to-center angular velocity with the rear wheel steering return-to-center command and sending it to the rear wheel steering control unit, the return-to-center duration corresponding to the difference deviation is determined; Upon receiving feedback from the rear wheel steering control unit that the rear wheels have returned to center, a timer is started, and during the centering duration, the transmission of rear wheel steering control signals to the rear wheel steering control unit is stopped. After the return-to-center duration ends, the current rear wheel steering control signal is sent to the rear wheel steering control unit so that the rear wheel steering control unit can perform normal steering control according to the current rear wheel steering control signal.

[0131] In some embodiments, the steering wheel angle signal detection module 203 is further configured as follows: In response to the steering wheel type being steer-by-wire and after determining that the vehicle speed is greater than the vehicle speed threshold, a rear wheel steering return command is generated.

[0132] In some embodiments, the steering wheel angle signal detection module 203 is further configured as follows: After generating the rear wheel steering return command and sending it to the rear wheel steering control unit, the number of times the rear wheel steering return command is generated is counted. In response to the number of generation times exceeding a threshold, a fault is determined in the vehicle steering wheel angle control, a steering wheel angle fault signal is generated, and the steering wheel angle fault signal is output.

[0133] For ease of description, the above devices are described in terms of function, divided into various modules. Of course, in implementing this application, the functions of each module can be implemented in one or more software and / or hardware.

[0134] The apparatus of the above embodiments is used to implement the corresponding method in any of the foregoing embodiments and has the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0135] Based on the same inventive concept, corresponding to the methods of any of the above embodiments, this application also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the methods described in any of the above embodiments.

[0136] Figure 4 This embodiment illustrates a more specific hardware structure of an electronic device. The device may include a processor 1010, a memory 1020, an input / output interface 1030, a communication interface 1040, and a bus 1050. The processor 1010, memory 1020, input / output interface 1030, and communication interface 1040 are interconnected internally via the bus 1050.

[0137] The processor 1010 can be implemented using a general-purpose CPU (Central Processing Unit), microprocessor, application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided in the embodiments of this specification.

[0138] The memory 1020 can be implemented in the form of ROM (Read Only Memory), RAM (Random Access Memory), static storage device, dynamic storage device, etc. The memory 1020 can store the operating system and other applications. When the technical solutions provided in the embodiments of this specification are implemented by software or firmware, the relevant program code is stored in the memory 1020 and is called and executed by the processor 1010.

[0139] The input / output interface 1030 is used to connect input / output modules to realize information input and output. Input / output modules can be configured as components within the device (not shown in the figure) or externally connected to the device to provide corresponding functions. Input devices may include keyboards, mice, touchscreens, microphones, various sensors, etc., while output devices may include displays, speakers, vibrators, indicator lights, etc.

[0140] The communication interface 1040 is used to connect a communication module (not shown in the figure) to enable communication between this device and other devices. The communication module can communicate via wired means (such as USB, Ethernet cable, etc.) or wireless means (such as mobile network, WIFI, Bluetooth, etc.).

[0141] Bus 1050 includes a pathway for transmitting information between various components of the device, such as processor 1010, memory 1020, input / output interface 1030, and communication interface 1040.

[0142] It should be noted that although the above-described device only shows the processor 1010, memory 1020, input / output interface 1030, communication interface 1040, and bus 1050, in specific implementations, the device may also include other components necessary for normal operation. Furthermore, those skilled in the art will understand that the above-described device may only include the components necessary for implementing the embodiments of this specification, and not necessarily all the components shown in the figures.

[0143] The electronic devices described above are used to implement the corresponding methods in any of the foregoing embodiments and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0144] Based on the same inventive concept, corresponding to the methods of any of the above embodiments, this application also provides a non-transitory computer-readable storage medium that stores computer instructions for causing the computer to perform the methods described in any of the above embodiments.

[0145] The computer-readable medium of this embodiment includes permanent and non-permanent, removable and non-removable media, and information storage can be implemented by any method or technology. Information can be computer-readable instructions, data structures, program modules, or other data. Examples of computer storage media include, but are not limited to, phase-change memory (PRAM), static random-access memory (SRAM), dynamic random-access memory (DRAM), other types of random-access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technologies, compact disc read-only memory (CD-ROM), digital video disc (DVD) or other optical storage, magnetic tape, magnetic disk storage or other magnetic storage devices, or any other non-transfer medium that can be used to store information accessible by a computing device.

[0146] The computer instructions stored in the storage medium of the above embodiments are used to cause the computer to perform the methods described in any of the above embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0147] Based on the same concept, corresponding to any of the above embodiments, this application also provides a computer program product, including computer program instructions, which, when run on a computer, cause the computer to perform the method described in any of the above embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0148] Based on the same inventive concept, this application also provides a vehicle including the device or electronic device described in the above embodiments. The beneficial effects of embodiments having corresponding devices or electronic devices will not be elaborated further here.

[0149] It is understood that before using the technical solutions of the various embodiments in this application, users will be informed of the type, scope of use, and usage scenarios of the personal information involved in an appropriate manner, and user authorization will be obtained.

[0150] For example, upon receiving a user's active request, a prompt message is sent to the user to explicitly inform them that the requested operation will require the acquisition and use of the user's personal information. This allows the user to independently choose, based on the prompt message, whether to provide personal information to the software or hardware such as electronic devices, applications, servers, or storage media performing the operations described in this application.

[0151] As an optional but not limited implementation, in response to a user's active request, sending a prompt message to the user can be done via a pop-up window, where the prompt message can be presented in text format. Furthermore, the pop-up window can also include a selection control allowing the user to choose "agree" or "disagree" to provide personal information to the electronic device.

[0152] It is understood that the above notification and user authorization process is merely illustrative and does not limit the implementation of this application. Other methods that comply with relevant laws and regulations may also be applied to the implementation of this application.

[0153] Those skilled in the art should understand that the discussion of any of the above embodiments is merely exemplary and is not intended to imply that the scope of this application (including the claims) is limited to these examples; within the framework of this application, the technical features of the above embodiments or different embodiments can also be combined, the steps can be implemented in any order, and there are many other variations of different aspects of the embodiments of this application as described above, which are not provided in the details for the sake of brevity.

[0154] Additionally, to simplify the description and discussion, and to avoid obscuring the embodiments of this application, the well-known power / ground connections to integrated circuit (IC) chips and other components may or may not be shown in the provided drawings. Furthermore, the apparatus may be shown in block diagram form to avoid obscuring the embodiments of this application, and this also takes into account the fact that the details of the implementation of these block diagram apparatuses are highly dependent on the platform on which the embodiments of this application will be implemented (i.e., these details should be fully understood by those skilled in the art). While specific details (e.g., circuits) have been set forth to describe exemplary embodiments of this application, it will be apparent to those skilled in the art that the embodiments of this application can be implemented without these specific details or with variations thereof. Therefore, these descriptions should be considered illustrative rather than restrictive.

[0155] Although this application has been described in conjunction with specific embodiments thereof, many substitutions, modifications, and variations of these embodiments will be apparent to those skilled in the art from the foregoing description. For example, other memory architectures (e.g., dynamic RAM (DRAM)) may be used with the embodiments discussed.

[0156] The embodiments of this application are intended to cover all such substitutions, modifications, and variations that fall within the broad scope of the appended claims. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the embodiments of this application should be included within the protection scope of this application.

Claims

1. A steering control method, characterized in that, include: After receiving the vehicle power-on signal, the power-on initialization process is initiated. The system then determines whether the power-on initialization process has ended and obtains the determination result. In response to the judgment result indicating the end of the power-on initialization process, the system receives real-time steering wheel angle signals from multiple steering wheel angle control units. The real-time steering wheel angle signals corresponding to the multiple steering wheel angle control units are combined and detected to determine whether the real-time steering wheel angle signals are abnormal, and the detection results are obtained. Based on the detection results, the steering of the vehicle's rear wheels is controlled.

2. The method according to claim 1, characterized in that, Upon receiving a vehicle power-on signal, the process enters a power-on initialization process, determines whether the power-on initialization process has ended, and obtains a determination result, including: After receiving the vehicle power-on signal, the power-on initialization process is initiated to determine whether the steering wheel steering type is steer-by-wire. In response to the steering wheel type being steer-by-wire and the vehicle speed being greater than a vehicle speed threshold, the system determines whether the power-on initialization process has ended and obtains a result; or, In response to the fact that the steering wheel steering type is a non-drive-by-wire steering type, it is determined whether the power-on initialization process has ended, and a determination result is obtained.

3. The method according to claim 1 or 2, characterized in that, The determination of whether the power-on initialization process has ended, and the resulting determination, includes: Obtain the current power supply status and determine whether the current power supply status is in the start-up state or the ignition state; In response to the current state of the power supply being either in the startup state or the ignition state, the determination result is that the power-on initialization process has ended; or, In response to the fact that the current state of the power supply is neither the startup state nor the ignition state, the determination result is that the power-on initialization process has not ended.

4. The method according to claim 1, characterized in that, The step of combining and detecting the real-time steering wheel angle signals corresponding to the multiple steering wheel angle control units to determine whether the real-time steering wheel angle signals are abnormal, obtaining detection results, and controlling the rear wheel steering of the vehicle based on the detection results includes: The real-time steering wheel angle signals corresponding to multiple steering wheel angle control units are compared to determine the difference value; If the difference value is greater than the difference threshold and remains so for a predetermined time, the detection result is determined to be an abnormality in the steering control. A rear wheel steering return command is generated and sent to the rear wheel steering control unit so that the rear wheel steering control unit can execute the rear wheel steering return command and control the rear wheels to perform steering return processing.

5. The method according to claim 4, characterized in that, The process of generating a rear wheel steering return command and sending the rear wheel steering return command to the rear wheel steering control unit includes: Generate a rear wheel steering return command, and subtract the difference threshold from the difference value to obtain the difference deviation amount; The positive angular velocity of the subsequent cycle is determined based on the aforementioned difference deviation. The rear wheel return-to-center angular velocity is combined with the rear wheel steering return-to-center command and sent to the rear wheel steering control unit, so that the rear wheel steering control unit can execute the rear wheel steering return-to-center command and control the rear wheels to perform steering return-to-center processing according to the rear wheel return-to-center angular velocity.

6. The method according to claim 5, characterized in that, After combining the rear wheel return-to-center angular velocity with the rear wheel steering return-to-center command and sending it to the rear wheel steering control unit, the method further includes: Determine the return-to-normal duration corresponding to the deviation amount; Upon receiving feedback from the rear wheel steering control unit that the rear wheels have returned to center, a timer is started, and during the centering duration, the transmission of rear wheel steering control signals to the rear wheel steering control unit is stopped. After the return-to-center duration ends, the current rear wheel steering control signal is sent to the rear wheel steering control unit so that the rear wheel steering control unit can perform normal steering control according to the current rear wheel steering control signal.

7. The method according to claim 4, characterized in that, The generation of the rear wheel steering return command includes: In response to the steering wheel type being steer-by-wire and after determining that the vehicle speed is greater than the vehicle speed threshold, a rear wheel steering return command is generated.

8. The method according to claim 4, characterized in that, After generating the rear wheel steering return command and sending the rear wheel steering return command to the rear wheel steering control unit, the method further includes: Count the number of times the rear wheel steering return command is generated; In response to the number of generation times exceeding a threshold, a fault is determined in the vehicle steering wheel angle control, a steering wheel angle fault signal is generated, and the steering wheel angle fault signal is output.

9. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the computer program, it implements the method as described in any one of claims 1 to 8.

10. A vehicle, characterized in that, include: The electronic device according to claim 9.

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