Vehicle operation control method, electronic equipment and vehicle

Abstract

The invention provides a vehicle operation control method, electronic equipment and a vehicle, and relates to the technical field of intelligent driving, and the method comprises the following steps: determining a first rear wheel turning angle based on a wheel braking torque and a wheel angular acceleration; determining a second rear wheel steering angle based on the vehicle speed, the steering wheel steering angle, and the yaw velocity; determining a target rear wheel turning angle based on the first rear wheel turning angle and the second rear wheel turning angle in response to determining that the vehicle is in the braking working condition of the split road surface, so as to control rear wheel turning based on the target rear wheel turning angle; wherein the determination process of the first rear wheel turning angle is a feed-forward process, the determination process of the second rear wheel turning angle is a feedback process, and the feed-forward process and the feedback process are fused, so that the vehicle automatically generates compensation lateral deviation force through rear wheel steering under the condition that a driver does not need to rotate a steering wheel or even does not perceive danger; deflection trend caused by dynamic balance braking force difference fundamentally solves the problems of easy instability and difficult control of opposite road braking.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of intelligent driving, and in particular to a vehicle operation control method, an electronic device and a vehicle. BACKGROUND

[0002] During vehicle operation, when encountering a split road surface, the driver generally selects braking to reduce the risk of driving. However, when braking on a split road surface, the braking force of the left and right wheels is seriously uneven, generating a yaw moment, driving the vehicle to sharply deviate to the low adhesion side, which easily leads to lane deviation and collision accidents, and needs to be improved. SUMMARY

[0003] Therefore, the present application aims to provide a vehicle operation control method, an electronic device and a vehicle to solve the problem of lane deviation caused by the yaw moment generated by the serious unevenness of the braking force of the left and right wheels when braking on a split road surface in the related art.

[0004] To achieve the above purpose, the present application provides a vehicle operation control method, which comprises: acquiring a vehicle speed, a steering wheel angle, a yaw angular velocity, a wheel braking moment and a wheel angular acceleration; determining a first rear wheel angle based on the wheel braking moment and the wheel angular acceleration, and determining a second rear wheel angle based on the vehicle speed, the steering wheel angle and the yaw angular velocity; in response to determining that the vehicle is in a braking working condition on a split road surface, determining a target rear wheel angle based on the first rear wheel angle and the second rear wheel angle, and controlling rear wheel steering based on the target rear wheel angle; wherein the split road surface is a road surface on which the adhesion coefficients of the road surfaces on both sides of the vehicle wheels are significantly different.

[0005] Further, the determination of the first rear wheel angle based on the wheel braking moment and the wheel angular acceleration comprises: determining a yaw moment based on the wheel braking moment, the wheel angular acceleration and a pre-stored wheel assembly moment of inertia; determining a rear wheel side slip angle based on the yaw moment, a pre-stored rear axle cornering stiffness and a center of mass to rear axle distance; determining the rear wheel side slip angle as the first rear wheel angle.

[0006] Further, the determination of the first rear wheel angle based on the wheel braking moment and the wheel angular acceleration comprises: correcting the rear wheel side slip angle by a correction coefficient to obtain a corrected rear wheel side slip angle, and determining the corrected rear wheel side slip angle as the first rear wheel angle; wherein the correction coefficient is determined based on the vehicle speed and the road surface adhesion coefficient.

[0007] Further, the split road surface includes a high adhesion side road surface adhesion coefficient and a low adhesion side road surface adhesion coefficient, and the determination process of the correction coefficient includes: determining the correction coefficient in preset vehicle speed and road surface adhesion coefficient comparison data based on the high adhesion side road surface adhesion coefficient and the vehicle speed; or, correcting the high adhesion side road surface adhesion coefficient based on the low adhesion side road surface adhesion coefficient to obtain a corrected high adhesion side road surface adhesion coefficient; and determining the correction coefficient in the preset vehicle speed and road surface adhesion coefficient comparison data based on the corrected high adhesion side road surface adhesion coefficient and the vehicle speed.

[0008] Further, the determination of the second rear wheel steering angle based on the vehicle speed, the steering wheel steering angle and the yaw rate includes: determining a target yaw rate based on the vehicle speed, the steering wheel steering angle and a pre-stored vehicle wheelbase; determining a yaw rate deviation based on the target yaw rate and an actual yaw rate collected by a sensor; performing proportional-integral-derivative calculation on the yaw rate deviation to obtain the second rear wheel steering angle.

[0009] Further, the determination that the vehicle is in a braking working condition on the split road surface includes: determining that the vehicle is in the braking working condition on the split road surface in response to the vehicle meeting the following conditions: the vehicle speed is greater than a preset vehicle speed; the steering wheel steering angle is less than a preset steering angle; an anti-lock braking system is activated; a slip ratio difference of wheels on both sides of a front axle or a slip ratio difference of wheels on both sides of a rear axle is greater than a preset threshold value and lasts for a preset time length; a braking torque difference of wheels on both sides of the front axle is greater than a preset threshold value and lasts for a preset time length; wherein the slip ratio is determined based on a wheel speed of the wheel.

[0010] Further, the determination of the target rear wheel steering angle based on the first rear wheel steering angle and the second rear wheel steering angle includes: performing weighted summation on the first rear wheel steering angle and the second rear wheel steering angle based on a preset weight coefficient to obtain the target rear wheel steering angle; wherein the weight coefficient of the first rear wheel steering angle is positively correlated with a difference degree of the split road surface adhesion coefficient, and the weight coefficient of the first rear wheel steering angle decreases with an increase in the vehicle speed.

[0011] Further, the control of the rear wheel steering based on the target rear wheel steering angle includes: steering to the target rear wheel steering angle at a preset steering rate through a rear wheel steering gear; The preset steering rate is positively correlated with the target rear wheel angle.

[0012] Based on the same inventive concept, the disclosure also provides an electronic device, which comprises a memory, a processor, and a computer program stored in the memory and running on the processor, and the processor implements the method described above when executing the program.

[0013] Based on the same inventive concept, the disclosure also provides a vehicle comprising the electronic device described above.

[0014] As can be seen from the above, the vehicle operation control method, the electronic device and the vehicle provided by the present application, wherein the vehicle operation control method comprises: determining a first rear wheel angle based on a wheel braking torque and a wheel angle acceleration; determining a second rear wheel angle based on a vehicle speed, a steering wheel angle and a yaw rate; in response to determining that the vehicle is in a braking working condition on a split road surface, determining a target rear wheel angle based on the first rear wheel angle and the second rear wheel angle, so as to control rear wheel steering based on the target rear wheel angle; wherein the determination process of the first rear wheel angle is a feedforward process, and the determination process of the second rear wheel angle is a feedback process, the feedforward process is based on the physical source of braking force imbalance (i.e. the wheel braking torque and the wheel angle acceleration) to make an estimate, and the first rear wheel angle, which is a main compensation angle, is output in advance before the yaw trend is obvious. At the same time, the feedback process monitors the deviation between the actual yaw rate and the target yaw rate (determined by the steering wheel angle and the yaw rate), and outputs the second rear wheel angle for correcting the first rear wheel angle. When it is determined that the vehicle is in a braking working condition on a split road surface, the rear wheel steering is controlled based on the target rear wheel angle, which embodies the fusion of the feedforward process and the feedback process, and realizes the synergistic effect of "prediction + correction", which not only takes advantage of the rapid response of the feedforward control, but also absorbs the accurate and stable features of the feedback control. The method enables the vehicle to automatically generate a compensating side force through rear wheel steering without the driver turning the steering wheel or even being aware of the danger, dynamically balances the deflection trend caused by the braking force difference, and fundamentally solves the problem of instability and difficult control during braking on a split road surface. BRIEF DESCRIPTION OF DRAWINGS

[0015] In order to more clearly illustrate the technical solutions in the present application or related art, the following will briefly introduce the drawings needed to be used in the embodiments or related art descriptions. Obviously, the drawings in the following description are only embodiments of the present application, and other drawings can be obtained by those skilled in the art without creating any inventive labor.

[0016] Fig. 1 The flowchart of the vehicle operation control method of the embodiments of the present application; Fig. 2A schematic diagram of a vehicle operation control device according to an embodiment of the present application is shown in FIG. 1. Fig. 3 A schematic diagram of an electronic device according to an embodiment of the present application is shown in FIG. 2. DETAILED DESCRIPTION

[0017] To make the objectives, technical solutions and advantages of the present application clearer, the present application is further described in detail below with reference to the embodiments and the accompanying drawings.

[0018] It should be noted that, unless otherwise defined, the technical terms or scientific terms used in the embodiments of the present application should be understood as their common meanings to those of ordinary skill in the art to which the present application pertains. The terms "first", "second", and similar terms used in the embodiments of the present application do not denote any order, quantity, or importance, but are only used to distinguish different components. The terms "include", "contain", and similar terms mean that the elements or objects before the terms encompass the elements or objects listed after the terms and their equivalents, and do not exclude other elements or objects. The terms "connect" or "connected" and similar terms do not mean only physical or mechanical connections, but can include electrical connections, whether direct or indirect. The terms "upper", "lower", "left", "right", and the like only represent relative positional relationships, and when the absolute positions of the described objects change, the relative positional relationships can also change accordingly.

[0019] In the related art, the term "split-mu road" refers to a working condition in which the adhesion coefficients of the road surfaces on the left and right sides of the vehicle differ significantly, i.e., the split-mu road includes a high-adhesion side road surface and a low-adhesion side road surface. A typical scenario is that one side is a dry asphalt road surface (adhesion coefficient of about 0.8), and the other side is an ice and snow covered road surface (adhesion coefficient of about 0.2), and the difference between the adhesion coefficients of the two sides is usually greater than 0.5. Such a road surface forms a clear demarcation along the longitudinal center line of the vehicle, resulting in a serious imbalance in the ground braking forces generated by the left and right wheels when braking.

[0020] When the vehicle is braking on a split-mu road, the high-adhesion side wheels can provide strong braking force, while the braking force of the low-adhesion side wheels is severely limited. The difference between the braking forces of the two sides can generate a huge yaw moment of up to several thousand newton-meters around the center of mass of the vehicle, driving the vehicle to sharply deflect towards the low-adhesion side. The yaw is rapid during emergency braking, and an untrained driver can hardly effectively suppress it by correcting the steering wheel, and is extremely prone to deviating from the lane and causing accidents.

[0021] Applicant finds that for vehicles with rear wheel steering function (i.e. equipped with rear wheel steering system), the above problems can be solved by relying on its rear wheel steering system. It should be noted that the core control logic of the traditional rear wheel steering system is to determine the rear wheel steering angle based on the look-up table method of steering wheel angle and vehicle speed. Specifically, the system obtains the steering wheel angle signal and the vehicle longitudinal speed in real time through sensors, and obtains the corresponding rear wheel target steering angle by querying the preset calibration MAP: at low speed (usually < 30 km / h), the rear wheel is opposite to the front wheel to reduce the turning radius and improve maneuverability; at medium and high speed (usually ≥ 30 km / h), the rear wheel is the same as the front wheel to delay the yaw response, improve the over-bend stability and lane change smoothness. The MAP is calibrated through repeated tests of real vehicles, and covers the ideal rear wheel steering angle under different vehicle speeds and steering combinations. Essentially, it belongs to open-loop control and cannot be dynamically adjusted according to the actual vehicle state.

[0022] Of course, some rear wheel steering systems will introduce simple closed-loop correction, for example, by monitoring the actual response of the vehicle through a yaw rate sensor or a lateral acceleration sensor, when detecting excessive steering or insufficient steering trend, a small correction is made on the basis of the look-up table value. But this correction is only for the optimization of steering characteristics under normal working conditions, the correction range is limited and the response is slow, and it is mainly used to compensate the influence of gradual factors such as tire wear and load change, rather than to respond to sudden external disturbances.

[0023] In addition, the working process of the rear wheel steering system in the related art is completely passive response to the steering input of the driver: the driver turns the steering wheel → the front wheel steers → the rear wheel steering controller calculates the target steering angle → the actuator drives the rear wheel to deflect. The whole control link does not establish an active sensing and compensation mechanism for the yaw moment generated by non-steering factors (such as the difference in open road braking force), so when the vehicle has no clear steering signal and is in braking condition, the rear wheel steering system does not participate in the longitudinal dynamics control and cannot suppress the yaw instability caused by the asymmetric braking force.

[0024] In other words, the rear wheel steering technology in the related art focuses on improving the responsiveness and stability of the normal steering working condition, and its control architecture determines that it remains in a "silent" state when braking on the open road - even if the driver holds the steering wheel straight, the system will not actively intervene due to the difference in braking force, causing the vehicle to continuously deflect to the low adhesion side.

[0025] Based on this, the applicant finds that it is necessary to load an active yaw moment compensation scheme in the existing rear wheel steering system to solve the problem of the vehicle continuously deflecting to the low adhesion side on the open road.

[0026] The application will be described below in conjunction with the accompanying drawings and embodiments. Figs. 1-3

[0027] ​In some embodiments, a vehicle operation control method is executed by a vehicle controller (specifically, a controller in a rear wheel steering system) or other controllers independent of the vehicle controller. For the sake of convenience, the method is described below as being executed by the vehicle controller, unless otherwise specified.

[0028] The vehicle operation control method, with reference to Fig. 1 , comprises: S101, obtaining a vehicle speed, a steering wheel angle, a yaw rate, a wheel braking torque, and a wheel angle acceleration.

[0029] In this step, the vehicle speed can be estimated by an electronic stability control system (ESC) based on four-wheel speed sensor signals, fused and periodically sent to the vehicle controller through the CAN bus. The steering wheel angle is directly measured by an optical-electric encoding steering angle sensor installed on the steering column, with a resolution of 0.1°. The signal is used to determine the driver's steering intention after zero position self-learning calibration. The yaw rate is provided by an inertial measurement unit (IMU) arranged near the vehicle center of mass. The wheel braking torque does not require a separate sensor and is directly read from the ESC controller internal data. This value is calculated in real time based on the wheel cylinder pressure sensor, brake disc effective radius, and friction plate characteristic model. The wheel angle acceleration is obtained by differentiating the wheel speed sensor raw pulse signal, which is specifically determined by calculating the wheel speed difference between adjacent sampling periods divided by the sampling time in the controller periodic task.

[0030] S102, determining a first rear wheel angle based on the wheel braking torque and the wheel angle acceleration; and determining a second rear wheel angle based on the vehicle speed, the steering wheel angle, and the yaw rate.

[0031] This step calculates two types of rear wheel angles in parallel to form a complementary control architecture: The first rear wheel angle (feedforward estimated angle): This first rear wheel angle represents the deflection angle estimated by the imbalance of braking forces of the wheels on both sides of the vehicle. Specifically, this angle is open-loop estimated based on the yaw information contained in the braking process itself. The system identifies the degree of imbalance of braking forces on the left and right sides by using the four-wheel braking torque signals provided by the ESC and the wheel angle acceleration calculated by the wheel speed sensor, and then calculates the vehicle yaw moment caused by the imbalance. This yaw moment represents the deflection trend of the vehicle, and the feedforward control calculates the required rear wheel compensation angle according to the vehicle dynamics relationship before the trend becomes a significant yaw, thereby achieving pre-intervention. Since it does not rely on the lagging feedback of the yaw response, the feedforward control has the advantages of fast response and direct compensation, and plays a main control role.

[0032] Second rear wheel angle The second rear wheel angle is used to represent the correction angle determined by the yaw angle deviation. Specifically, the angle is based on the closed-loop correction of the yaw response result. The IMU sensor monitors the actual yaw angular velocity of the vehicle in real time, and compares it with the target yaw angular velocity calculated according to the current vehicle speed and steering wheel angle. The resulting deviation reflects the residual yaw that is not completely offset by the feedforward control or external disturbances. The deviation can be calculated by a PID calculation formula (i.e., subsequent formula 5) to generate a small correction angle, continuously weakening the steady-state error and suppressing dynamic overshoot. As a secondary control link, feedback control, although not the main control, can effectively deal with the angle error of feedforward prediction, parameter time-varying and sudden disturbance, ensuring control accuracy and robustness.

[0033] S103, in response to determining that the vehicle is in a braking working condition on the open road surface, determining a target rear wheel angle based on the first rear wheel angle and the second rear wheel angle, to control the rear wheel steering based on the target rear wheel angle.

[0034] The determination that the vehicle is in a braking working condition on the open road surface includes: In response to the vehicle meeting the following conditions, it is determined that the vehicle is in a braking working condition on the open road surface: (1) The vehicle speed is greater than a preset vehicle speed; The setting that the vehicle speed needs to be greater than a preset threshold (such as 10 m / s) aims to screen effective dynamic conditions and exclude low-speed scene interference. When the vehicle speed is too low, the kinetic energy of the vehicle is insufficient, the yaw moment generated by the difference in braking force is small, and the calculation error of the slip rate is significantly increased due to the resolution limit of the wheel speed sensor (the slip rate basically loses reference value below 3 m / s), at this time, the vehicle is easy to be corrected by the driver even if a slight yaw occurs, without the need for system intervention. The preset vehicle speed threshold ensures that the vehicle has sufficient kinetic energy to make the yaw effect dominant, while ensuring that the sensor signal quality meets the calculation accuracy requirement, which is a basic prerequisite for triggering advanced active control.

[0035] (2) The steering wheel angle is less than a preset angle; The steering wheel angle less than a preset threshold (such as 20°) is used to confirm that the driver maintains the intention of straight driving and to exclude the interference of curve working conditions. When driving on a curve, the vehicle will produce an inside-outside wheel speed difference and a yaw angular velocity due to the steering geometry. At this time, the difference in braking force between the left and right wheels is coupled with the dynamics caused by steering, making it difficult to separate and identify the open road feature. Limiting the steering wheel angle can effectively distinguish between "unintended yaw caused by uneven road adhesion" and "expected yaw caused by steering operation", avoiding the mis-triggering of the system when normally turning to cause control confusion, and ensuring that the identification logic is only for straight-line braking, a high-risk scenario.

[0036] (3) Anti-lock Braking System (ABS) activation; ABS activation is a key trigger sign to identify braking on split-mu road. ABS only intervenes when wheels tend to lock and braking force reaches the current road adhesion limit, its activation state directly indicates that the driver is implementing emergency braking and at least one wheel is on the force saturation boundary. In split-mu road, the low adhesion side wheel will trigger ABS first, while the high adhesion side wheel can continue to increase pressure. This asymmetric ABS working state of "one side pressure regulation and one side pressure increase" is the typical feature of split-mu condition. Therefore, ABS activation not only confirms the braking intensity, but also provides indirect evidence of the adhesion difference between left and right wheels.

[0037] (4) The slip ratio difference between the two wheels on the front axle or the two wheels on the rear axle is greater than a preset threshold and lasts for a preset time length; wherein the slip ratio is determined based on the wheel speed of the wheel. The slip ratio difference between the two wheels on the front axle or the rear axle lasting more than a preset threshold (such as 15%) and maintaining a preset time length (such as 50 ms) is the core basis for identifying split-mu road. Slip ratio is calculated by wheel speed sensor and reflects the slip degree of the wheel relative to the ground. When braking on split-mu road, the low adhesion side wheel is prone to saturation and has high slip ratio (more than 25%), while the high adhesion side wheel maintains normal slip ratio (<5%), and the difference between the two sides is highlighted instantly. Setting threshold and time window can eliminate transient noise interference, ensuring that the difference is caused by persistent road adhesion inequality rather than occasional wheel jump or sensor jump, providing direct dynamic evidence for split-mu condition.

[0038] (5) The braking torque difference between the two wheels on the front axle is greater than a preset threshold and lasts for a preset time length; the braking torque difference between the two wheels on the front axle lasting more than a preset threshold (such as 400 Nm) and maintaining a preset time length (such as 60 ms) enhances the robustness of split-mu identification from the braking execution level. The braking torque is estimated and determined by the ESC controller in real time based on the wheel cylinder pressure and brake geometric parameters. This condition not only verifies the existence of braking force imbalance, but also forms cross-verification with slip ratio difference: slip ratio difference is "result performance", braking torque difference is "cause input", and both are logically consistent to lock split-mu condition, avoiding false positives caused by single signal failure.

[0039] The above five conditions constitute a multi-level progressive identification system: vehicle speed and steering wheel angle constitute the basic scene access (high speed straight line), ABS activation provides braking intensity confirmation, and slip rate difference and braking torque difference form double dynamic cross verification. The strictness of this combination logic lies in: a single condition (such as ABS activation only) may occur in emergency braking on uniform adhesion road surface (i.e. non-split road surface); only slip rate difference may be caused by uneven tire pressure or single side wheel jump; but when the five conditions are met at the same time, the only reasonable explanation is that the vehicle is driving on a split road surface and is in an emergency braking state. The preset time length ensures the continuity of identification rather than transient disturbance, and finally enables the system to accurately identify high-risk working conditions with a confidence level higher than 95%, providing reliable decision basis for active intervention of rear wheel steering.

[0040] For example, when the vehicle speed is 22.2 m / s, the steering wheel angle is 0°, the ABS is activated, and the left front / right front / left rear / right rear wheel slip rates are 24.8% / 0.4% / 16.2% / 0.2% (for 40 ms), the left front wheel braking torque is 190 Nm, and the right front wheel braking torque is 859 Nm (for 40 ms), these conditions are met at the same time, i.e. the vehicle is in a braking working condition on a split road surface, and the split road surface flag is set.

[0041] After determining that the vehicle is in a braking working condition on a split road surface (i.e. the split road surface flag is set), the target rear wheel angle that integrates the first rear wheel angle and the second rear wheel angle is subjected to amplitude limiting (to prevent saturation of the rear axle lateral force) and rate limiting (to suppress actuator impact) double safety checks, and finally sent to the rear wheel steering actuator through the CAN bus to drive the rear wheel deflection to generate a compensating side force, dynamically offsetting the yaw trend caused by the braking force difference, so that the vehicle can maintain a straight path without steering wheel correction. That is, the target rear wheel angle embodies a cooperative mechanism of feedforward and feedback, the former generates a compensating angle (the first rear wheel angle) based on the imbalance of braking force, and the latter dynamically optimizes the correction amount (the second rear wheel angle) based on the yaw deviation. In the first control cycle, only the feedforward function is used to ensure the rapid response of the rear wheel steering actuator, and in the subsequent cycles, the two functions are superimposed to form the final target angle, together realizing accurate compensation of the yaw moment.

[0042] It should be noted that S101 and S102 are not started after determining that it is a split road surface braking working condition, but are executed in a continuous loop as a background resident task. The core consideration of this design is that the yaw moment induced by the split road surface has burstiness, from the road adhesion boundary to the yaw appearance only needs 50~100 ms, if the serial logic of "first identification and then calculation" is used, even if the overall response time is only 200 ms, the vehicle has deviated from the original lane by nearly half a meter, missing the best control opportunity. Therefore, the first rear wheel angle and the second rear wheel angle The braking force imbalance estimation and the yaw deviation correction state at the current time are dynamically updated in the controller memory at all times. Once the five arbitration conditions of S103 are met simultaneously, the confidence counter overflows and the open road flag is set, the system immediately extracts the latest calculation value for superposition, skipping the longest time-consuming dynamic solving link, so that the control command can be sent to the actuator within 10ms. This "parallel computing, trigger and use" architecture compresses the overall response time to within 50ms, ensuring that the rear wheel steering intervenes in the early stage of yaw development, compensates before the driver perceives the vehicle deflection, and truly realizes the no-sense stable control, embodying the active safety design concept of "pre-judgment is better than post-correction".

[0043] In the embodiment, the first rear wheel steering angle is determined based on the wheel braking torque and the wheel angular acceleration; the second rear wheel steering angle is determined based on the vehicle speed, the steering wheel steering angle and the yaw angular velocity; in response to determining that the vehicle is in the braking working condition on the open road surface, the target rear wheel steering angle is determined based on the first rear wheel steering angle and the second rear wheel steering angle, so as to control the rear wheel steering based on the target rear wheel steering angle; wherein the determination process of the first rear wheel steering angle is a feedforward process, the determination process of the second rear wheel steering angle is a feedback process, the feedforward process is open-loop estimation based on the physical source of the braking force imbalance (i.e. the wheel braking torque and the wheel angular acceleration), and the first rear wheel steering angle is output in advance before the yaw trend is obvious. At the same time, the feedback process monitors the deviation between the actual yaw angular velocity and the target yaw angular velocity (determined by the steering wheel steering angle and the yaw angular velocity), and outputs the second rear wheel steering angle for correcting the first rear wheel steering angle. When it is determined that the vehicle is in the braking working condition on the open road surface, the rear wheel steering is controlled based on the target rear wheel steering angle, which embodies the fusion of the feedforward process and the feedback process, realizes the synergistic effect of "pre-judgment + correction", and plays the advantages of fast response of feedforward control and the characteristics of accurate and stable feedback control. The method enables the vehicle to automatically generate a compensating side force through the rear wheel steering without the driver turning the steering wheel or even noticing the danger, dynamically balances the deflection trend caused by the braking force difference, and fundamentally solves the problem of instability and difficult control of braking on the open road surface.

[0044] In some embodiments, the determination of the first rear wheel steering angle based on the wheel braking torque and the wheel angular acceleration in S102 comprises: S201, determining a yaw moment based on the wheel braking torque, the wheel angular acceleration and the pre-stored wheel assembly rotational inertia. Specifically, see the following formula: X+Y (Formula 1); ; ; wherein, Yaw moment of the vehicle, unit Nm; 、 、 、 Actual braking torque of the left front, right front, left rear and right rear wheels, unit Nm; 、 、 、 Angular acceleration of the left front, right front, left rear and right rear wheels, unit rad / s2; Moment of inertia of the front wheel assembly, unit kg-m2; Moment of inertia of the rear wheel assembly, unit kg-m2; Rolling radius of the wheels, unit m; Track of the front axle, unit m; Track of the rear axle, unit m.

[0045] The braking torque of the four wheels 、 、 、 are 190 Nm, 859 Nm, 398 Nm and 690 Nm respectively, the angular acceleration of the four wheels 、 、 、 are -0.863 rad / s2, -0.561 rad / s2, -1.908 rad / s2 and -0.019 rad / s2 respectively, and the distance from the mass center of the vehicle to the front axle is 1.575 m, the distance from the mass center to the rear axle is 1.573 m, the moment of inertia of the wheel assembly is 2.5 kg-m2, the rolling radius of the wheels is 0.364 m, and the yaw moment of the vehicle calculated according to the above formula 1 is -2773 Nm.

[0046] S202. Based on the yaw moment, the pre-stored rear axle lateral stiffness, and the distance from the center of gravity to the rear axle, determine the rear wheel slip angle, and set the rear wheel slip angle as the first rear wheel rotation angle.

[0047] Specifically, the rear wheel slip angle is corrected using a correction factor to obtain the corrected rear wheel slip angle; the corrected rear wheel slip angle is then determined as the first rear wheel steering angle; wherein the correction factor is determined based on vehicle speed and road surface adhesion coefficient. See the following formula for details: (Formula 2); in: The rear wheel sideslip angle (i.e., the target steering angle of the feedforward controlled rear wheel, or the first rear wheel steering angle) is measured in rad. Rear axle lateral stiffness, in Nm / rad; The yaw moment of the entire vehicle is expressed in Nm. The distance from the vehicle's center of gravity to the rear axle is expressed in meters (m). The correction factor is obtained by looking up a table using vehicle speed and road surface adhesion coefficient.

[0048] For example, the yaw moment of the whole vehicle The rear axle lateral stiffness is -2773 Nm. The value is 353,000 N / rad, and the distance from the vehicle's center of gravity to the rear axle is... For 1.573m and correction factor ks =2.1, the first rear wheel steering angle of the feedforward control is calculated according to formula 2. It is 0.0314 rad; The split pavement includes the adhesion coefficient of the high-adhesion side pavement and the adhesion coefficient of the low-adhesion side pavement, and the correction coefficient... The determination process includes: Based on the adhesion coefficient of the high-adhesion side and the vehicle speed, the correction coefficient is determined from a preset comparison data of vehicle speed and road adhesion coefficient; that is, the system estimates the adhesion coefficient of the high-adhesion side in real time through wheel speed signals and longitudinal acceleration. (Take the side with the smallest slip ratio and the largest deceleration among the four wheels), and determine the road adhesion coefficient of the side with high adhesion. Using vehicle speed as input, the system directly queries a pre-calibrated MAP table. This method is logically simple, computationally inexpensive, and suitable for low-cost solutions that rely solely on general-purpose ESC sensors.

[0049] Alternatively, based on the adhesion coefficient of the low-adhesion side pavement. Adhesion coefficient of the high-adhesion side road surface The high-attachment-side road surface adhesion coefficient is corrected to obtain a corrected high-attachment-side road surface adhesion coefficient; and the correction coefficient is determined in preset vehicle speed and road surface adhesion coefficient comparison data based on the corrected high-attachment-side road surface adhesion coefficient and the vehicle speed. That is, on the basis of the high-attachment-side road surface adhesion coefficient, the low-attachment-side coefficient is further estimated, the difference between the two coefficients is calculated, and when the difference is less than 0.5, the correction coefficient is determined. The value is automatically reduced by 20% to 30% to prevent overcompensation caused by lateral force saturation of the low-attachment-side tire. This method more fully reflects the extreme degree of the difference between the two sides, and is more robust in the architecture equipped with a redundant wheel speed sensor (which can independently estimate the four-wheel road surface coefficient).

[0050] The feedforward control link constructed by S201 and S202 in the embodiment realizes accurate estimation of the yaw moment of the open road. First, S201 accurately calculates the vehicle yaw moment based on the four-wheel braking torque provided by the ESC and the angular acceleration calculated by the wheel speed sensor using formula 1. This formula accurately converts the longitudinal braking force difference and the moment of inertia difference into the yaw effect around the center of mass to quantitatively represent the imbalance and provide a reliable physical reference for subsequent control. Second, S202 directly maps the yaw moment to the rear wheel compensation angle through formula 2 to achieve open-loop fast response and avoid control delay caused by feedback lag; meanwhile, a correction coefficient ks is introduced, which can be directly determined by table lookup or based on the double-coefficient correction method to attenuate and compensate the low-attachment-side coefficient for the high-attachment-side coefficient. When Δμ is less than 0.5, the ks value is automatically reduced by 20% to 30% to effectively prevent the risk of overcompensation caused by lateral force saturation of the low-attachment-side tire, significantly improving the robustness of the system in extreme open conditions. This feedforward link does not rely on the lagging feedback of the yaw response and can output the main compensation (0.0314 rad in the example) in the first control cycle, with a response speed of milliseconds. After superimposing the subsequent feedback control, the actual yaw angular velocity can be suppressed within 0.05 rad / s, allowing the driver to maintain a straight path without turning the steering wheel, significantly reducing the operation load and the risk of misoperation. The rear wheel steering system is given an active yaw suppression capability, combining safety, adaptability, and engineering practicality.

[0051] In some embodiments, the determination of the second rear wheel angle in S102 based on the vehicle speed, steering wheel angle, and yaw angular velocity includes: S301, determining a target yaw angular velocity based on the vehicle speed, steering wheel angle, and pre-stored vehicle wheelbase.

[0052] (Formula 3); Formula 3 is a two-degree-of-freedom model formula for a vehicle, where, is the target yaw angular velocity, with units of rad / s; is the vehicle speed, with units of m / s; Wheel base, distance between front axle and rear axle of the whole vehicle, unit: m; Front wheel angle, unit: rad; the front wheel angle is determined based on the steering wheel angle and the steering transmission ratio. K Vehicle stability factor, obtained by looking up the table of vehicle speed and steering wheel angle, the table value is determined according to the real vehicle test, unit: s² / m².

[0053] For example, the vehicle speed is 22.2 m / s, the steering wheel angle is 0°, and the target yaw rate is calculated using formula 3 0 rad / s; that is, in the case of straight braking, if there is no influence on the open road surface, there is no yaw.

[0054] S302, determine the yaw rate deviation based on the target yaw rate and the actual yaw rate collected by the sensor.

[0055] (Formula 4); Wherein, Target yaw rate, unit: rad / s; Actual yaw rate, unit: rad / s; Yaw rate deviation, unit: rad / s.

[0056] For example, the actual yaw rate collected by the IMU sensor is 0.087 rad / s, and the target yaw rate according to formula 4 is Subtract the actual yaw rate Get the yaw rate deviation -0.087 rad / s; S303, proportional integral differential calculation (i.e. PID calculation) is performed on the yaw rate deviation to obtain the second rear wheel angle.

[0057] (Formula 5); Formula 5 is the PID calculation formula, wherein: Feedback control rear wheel target angle (i.e. second rear wheel angle), unit: rad; 、 、 Proportional term, integral term and differential term coefficient; Unit time length.

[0058] For example, the yaw angle deviation -0.087 rad / s is substituted into formula 5 to obtain the second rear wheel angle 0.014 rad.

[0059] This embodiment constructs a high-precision yaw rate correction mechanism by organically integrating a two-degree-of-freedom model with a PID closed-loop. First, S301 calculates the target yaw rate using a two-degree-of-freedom model based on vehicle speed, steering wheel angle, and wheelbase. Under straight-line braking conditions, this target value is zero, providing an ideal benchmark for evaluating actual yaw. Simultaneously, a vehicle stability factor K is introduced for table lookup correction, making the model output more closely match real steering characteristics and overcoming the simplification error of the linear model. Second, S302 collects the actual yaw rate in real time using an IMU sensor and calculates the difference between it and the target value to obtain the yaw rate deviation. This deviation directly quantifies the residual yaw moment and external disturbances that the feedforward control could not completely offset, providing an accurate error signal for closed-loop correction. Finally, S303 uses a PID controller to dynamically calculate the deviation. The proportional term enables fast response, the integral term eliminates steady-state error, and the derivative term suppresses overshoot and noise. The three parameters work together to generate the second rear wheel steering angle. This mechanism effectively compensates for the deficiency of the first rear wheel steering angle not taking into account the actual yaw of the vehicle, improves the yaw control precision, significantly reduces the frequency of driver correction and the risk of misoperation, and ensures that the vehicle can maintain a straight path without steering wheel intervention when braking on open road surfaces, greatly improving active safety and driving comfort.

[0060] In some embodiments, determining the target rear wheel steering angle based on the first rear wheel steering angle and the second rear wheel steering angle in S103 includes: The target rear wheel steering angle is determined by summing the first and second rear wheel steering angles, using the following formula: (Formula 6); in, The target steering angle of the rear wheel (i.e., the first rear wheel steering angle) is controlled by feedforward. The target steering angle of the rear wheel (i.e., the second rear wheel steering angle) is controlled by feedback. The target is the rear wheel steering angle.

[0061] For example, 0.0314 rad, Substituting 0.014 rad into Formula 6, then 0.045 rad.

[0062] The target rear wheel steering angle is determined by directly algebraically adding the feedforward steering angle and the feedback steering angle. For example, the controller completes this in parallel within a 50ms control cycle. and After the calculation, Formula 6 is called in stage S103 to obtain... This strategy has a simple logic, minimal computational load, and is suitable for hardware platforms with limited computing resources or those requiring extreme response speeds. From a timing perspective, in the first recognition cycle (when the road sign is just positioned)... Before any effective deviation has accumulated, the system naturally exhibits pure feedforward control, ensuring that the rear wheel steering actuator receives the main compensation command immediately, reducing the response delay to less than 10ms. From the second cycle onwards, the PID controller begins to output non-zero correction values. The data is gradually superimposed onto the feedforward reference, forming a progressive compensation mechanism of "feedforward as the base and feedback as the fine-tuning." The calibration workload for this method mainly focuses on PID parameter tuning, requiring no additional adjustment of the fusion weights, resulting in a shorter development cycle. It is important to note that direct summation may cause the total steering angle to exceed the linear region of the rear axle lateral force under extreme conditions. Therefore, amplitude limiting must be implemented after superposition. The limiting value is dynamically calculated based on the current vehicle speed and road adhesion coefficient, typically not exceeding 0.08 rad (approximately 4.6°), to prevent reverse instability caused by lateral force saturation of the low-adhesion tires.

[0063] Alternatively, the target rear wheel angle can be obtained by weighted summing the first and second rear wheel angles based on preset weighting coefficients; wherein, the weighting coefficient of the first rear wheel angle is positively correlated with the difference in the road surface adhesion coefficients, and the weighting coefficient of the first rear wheel angle decreases as the vehicle speed increases, as shown in the following formula: (Formula 7); This embodiment introduces a dynamic weighting coefficient. and ( + = 1), execute formula 7 to achieve more refined corner allocation control. Weighting coefficient The determination follows two core principles: First, Difference in adhesion coefficient between the two-way road surface ( Positive correlation, when When >0.5 (e.g., dry ground-ice surface combination), The value is set between 0.75 and 0.8, fully trusting the accuracy of the feedforward calculation; when When the value is between 0.3 and 0.5, The value was reduced to 0.6-0.7, and the feedback weight was appropriately increased to address model uncertainty. This logic was implemented through a table lookup, where... The dimension is discretized with a step size of 0.1, and the values ​​are filled in using actual vehicle calibration. Secondly, It decreases with increasing vehicle speed, at 10 m / s Maintain a speed of 0.8; for every 5 m / s increase in vehicle speed, The feedforward weight is reduced by approximately 0.05, decreasing to 0.65 at 25 m / s. This reduction at high speeds is due to the significant nonlinear saturation of the tires at this point; feedforward calculations using a purely linear model are prone to overcompensation, necessitating greater reliance on feedback loops for real-time correction. Specifically, the controller first estimates the feedforward weight based on wheel speed and longitudinal acceleration. With , obtain and query the MAP table in combination with the current vehicle speed, and then let The weighted summation method gives the control strategy stronger environmental adaptability, and relies more on the fast feedforward response in extreme open road conditions, balances the feedforward and feedback in medium difference or high speed conditions, and improves the robustness. Although this method increases a small amount of table lookup and multiplication, it can still be completed within 50ms, which is suitable for domain controller architecture with sufficient computing power.

[0064] In this embodiment, both of the above two fusion methods can realize the complementary advantages of feedforward and feedback control, but the weighted summation strategy shows better comprehensive performance in complex conditions. The direct summation method achieves the control target with the simplest calculation path, has the fastest response speed, and has a short development cycle, which is suitable for cost-sensitive platforms; the weighted summation method dynamically allocates weights to adaptively optimize the feedforward / feedback ratio under different vehicle speeds and adhesion differences, which not only ensures the fast suppression ability in extreme open road conditions, but also avoids the risk of feedforward overcompensation at high speed, improves control accuracy, and significantly enhances robustness. Regardless of the method used, this embodiment realizes the active intervention of the rear wheel steering system and accurate compensation of the yaw moment after identifying the open road, eliminates lane deviation, reduces the driver's steering wheel correction demand, greatly improves the emergency braking safety and the non-sensing driving experience, and provides a reliable dynamic control foundation for intelligent driving.

[0065] In some embodiments, the rear wheel steering based on the target rear wheel steering angle in S103 comprises: steering to the target rear wheel steering angle at a preset steering rate through the rear wheel steering gear; wherein the preset steering rate is positively correlated with the target rear wheel steering angle.

[0066] In this embodiment, the rear wheel steering gear adopts an electric power-assisted actuator, the built-in motor and reduction mechanism drive the steering tie rod to realize rear wheel deflection, and the control unit accurately adjusts the motor speed through the PWM signal to realize dynamic management of the steering rate. The preset steering rate is positively correlated with the target rear wheel steering angle. For example, when the target steering angle is less than 0.02 rad (about 1.1°), the steering rate is set to a slower 30° / s to ensure stability and accuracy during small-angle compensation and avoid high-frequency jitter; when the target steering angle is between 0.02 and 0.05 rad, the steering rate is linearly increased to 50° / s to balance the response speed and ride comfort; when the target steering angle is greater than 0.05 rad (emergency condition), the steering rate is increased to a maximum value of 80° / s (limited by the mechanical limit of the actuator), to ensure that the rear wheel can quickly reach the position to suppress the severe yaw. This positive correlation strategy is realized by table lookup method, and the discrete points of angle and rate in the table are determined by real vehicle calibration, taking into account the differentiated response requirements under different risk levels.

[0067] In some embodiments, the application can also be described in the following way: (1) The first rear wheel angle determination step: the braking torque of the four wheels 、 、 、 are 190 Nm, 859 Nm, 398 Nm, and 690 Nm, respectively, the angular acceleration of the four wheels 、 、 、 are -0.863 rad / s², -0.561 rad / s², -1.908 rad / s², and -0.019 rad / s², respectively, and the distance from the vehicle mass center to the front axle is 1.575 m, the distance from the mass center to the rear axle is 1.573 m, the wheel assembly moment of inertia , are both 2.5 kg·m², the wheel rolling radius is 0.364 m, and the vehicle yaw moment calculated according to formula 1 above is -2773 Nm.

[0068] The vehicle yaw moment is -2773 Nm, the rear axle cornering stiffness is 353000 N / rad, the distance from the vehicle mass center to the rear axle is 1.573 m, and the correction coefficient ks = 2.1, the first rear wheel angle of the feedforward control calculated according to formula 2 is 0.0314 rad.

[0069] (2) The second rear wheel angle determination step: the vehicle speed is 22.2 m / s, the steering wheel angle is 0°, and the target yaw rate calculated using formula 3 is 0 rad / s; that is, in the case of straight-line braking, if there is no influence on the open road surface, there is no yaw. The actual yaw rate collected by the IMU sensor is 0.087 rad / s, and the target yaw rate calculated according to formula 4 is 0.087 rad / s minus the actual yaw rate , which is 0.087 rad / s. The yaw rate deviation is -0.087 rad / s. The yaw rate deviation corresponding to -0.087 rad / s is substituted into formula 5 to obtain the second rear wheel angle is 0.014 rad.

[0070] (3) The braking condition judgment step and the target rear wheel angle determination step for the split road surface: when the vehicle speed is 22.2 m / s, the steering wheel angle is 0°, ABS is activated, the left front / right front / left rear / right rear wheel slip rates are 24.8% / 0.4% / 16.2% / 0.2% (for 40 ms), the left front wheel braking torque is 190 Nm, and the right front wheel braking torque is 859 Nm (for 40 ms), these conditions are met at the same time, it is determined that the vehicle is in the braking condition of the split road surface, and the split road surface flag is set. The target rear wheel angle is determined as is 0.0314 rad, is 0.014 rad, and the formula 6 is substituted, then is 0.045 rad.

[0071] (4) The rear wheel steering gear is steered to the target rear wheel angle at a steering rate of 50° / s is 0.045 rad.

[0072] The embodiment upgrades the traditional rear wheel steering system from an auxiliary device that passively responds to the steering input to an intelligent execution mechanism that can actively perceive the sudden change of road adhesion and autonomously suppress the lateral instability, through the complete control link of "continuous monitoring and identification - parallel calculation of the angle - instantaneous triggering and execution". The determination process of the first rear wheel angle is a feedforward process, and the determination process of the second rear wheel angle is a feedback process. The feedforward process performs open-loop estimation based on the physical source of braking force imbalance (i.e. wheel braking torque and wheel angular acceleration), and outputs the first rear wheel angle as the main compensation angle in advance before the lateral trend is obvious. At the same time, the feedback process monitors the deviation between the actual lateral angular velocity and the target lateral angular velocity (determined by the steering wheel angle and the lateral angular velocity), and outputs the second rear wheel angle for correcting the first rear wheel angle. When the vehicle is in the braking condition of the split road surface, the rear wheel steering is controlled based on the target rear wheel angle. This process reflects the fusion of the feedforward process and the feedback process, realizes the synergistic effect of "prediction + correction", and not only takes advantage of the rapid response of the feedforward control, but also absorbs the accurate and stable features of the feedback control.

[0073] It should be noted that the method of the embodiment of the present application can be executed by a single device, such as a computer or a server. The method of the embodiment of the present application can also be applied to a distributed scenario and completed by multiple devices cooperating with each other. In this distributed scenario, one of the multiple devices can only execute one or more steps in the method of the embodiment of the present application, and the multiple devices can interact with each other to complete the method.

[0074] It is to be understood that the foregoing description is directed to embodiments of the application. Various embodiments are described herein, including the best mode of the inventors. It will be apparent, however, to those skilled in the art having the benefit of this disclosure, that variations and / or modifications of these embodiments can be made without departing from the spirit and scope of the application. Thus, the present application is not intended to be limited to the embodiments shown, but is to be accorded the widest scope consistent with the principles and features disclosed herein.

[0075] Based on the same inventive concept, the application also provides a vehicle operation control device corresponding to the method of any of the above embodiments.

[0076] Reference Fig. 2 The vehicle operation control device comprises: An acquisition module 201 configured to acquire a vehicle speed, a steering wheel angle, a yaw rate, a wheel braking torque and a wheel corner acceleration; A determination module 202 configured to determine a first rear wheel corner based on the wheel braking torque and the wheel corner acceleration, and determine a second rear wheel corner based on the vehicle speed, the steering wheel angle and the yaw rate; A response module 203 configured to, in response to determining that the vehicle is in a braking working condition on split road surfaces, determine a target rear wheel corner based on the first rear wheel corner and the second rear wheel corner, and control the rear wheel steering based on the target rear wheel corner. The split road surfaces are road surfaces on which there is a significant difference in the road surface adhesion coefficients of the wheels on both sides of the vehicle.

[0077] Further, the determination module 202 is configured to: determine a yaw moment based on the wheel braking torque, the wheel corner acceleration and a pre-stored wheel assembly moment of inertia; determine a rear wheel cornering angle based on the yaw moment, a pre-stored rear axle cornering stiffness and a center of mass to rear axle distance, and determine the rear wheel cornering angle as the first rear wheel corner.

[0078] Further, the determination module 202 is configured to: correct the rear wheel cornering angle via a correction coefficient to obtain a corrected rear wheel cornering angle, and determine the corrected rear wheel cornering angle as the first rear wheel corner; The correction coefficient is determined based on the vehicle speed and the road surface adhesion coefficient.

[0079] Further, the split road surfaces comprise a high adhesion side road surface adhesion coefficient and a low adhesion side road surface adhesion coefficient, and the determination module 202 is configured to: The correction coefficient is determined in preset vehicle speed and road surface adhesion coefficient comparison data based on the high adhesion side road surface adhesion coefficient and the vehicle speed, or The high adhesion side road surface adhesion coefficient is corrected based on the low adhesion side road surface adhesion coefficient, to obtain a corrected high adhesion side road surface adhesion coefficient; and the correction coefficient is determined in preset vehicle speed and road surface adhesion coefficient comparison data based on the corrected high adhesion side road surface adhesion coefficient and the vehicle speed.

[0080] Further, the determination module 202 is configured to: determine a target yaw rate based on the vehicle speed, the steering wheel angle, and pre-stored overall vehicle wheelbase; determine a yaw rate deviation based on the target yaw rate and an actual yaw rate collected by a sensor; perform proportional-integral-derivative calculation on the yaw rate deviation to obtain the second rear wheel angle.

[0081] Further, the response module 203 is configured to: determine that the vehicle is in a braking working condition on split road surfaces, in response to the vehicle meeting the following conditions: the vehicle speed is greater than a preset vehicle speed; the steering wheel angle is less than a preset angle; an anti-lock braking system is activated; a slip ratio difference of wheels on both sides of the front axle or both sides of the rear axle is greater than a preset threshold value and lasts for a preset time length; a braking torque difference of wheels on both sides of the front axle is greater than a preset threshold value and lasts for a preset time length; The slip ratio is determined based on a wheel speed of the wheel.

[0082] Further, the response module 203 is configured to: perform weighted summation on the first rear wheel angle and the second rear wheel angle based on a preset weight coefficient to obtain the target rear wheel angle; The weight coefficient of the first rear wheel angle is positively correlated with the adhesion coefficient difference degree of split road surfaces, and the weight coefficient of the first rear wheel angle decreases with an increase in the vehicle speed.

[0083] Further, the response module 203 is configured to: steer the rear wheels to the target rear wheel angle at a preset steering rate through a rear wheel steering device; The preset steering rate is positively correlated with the target rear wheel angle.

[0084] Based on the same inventive concept, the application also provides an electronic device corresponding to the vehicle operation control method of any of the above embodiments, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the vehicle operation control method of any of the above embodiments.

[0085] Fig. 3 A more specific hardware structure of an electronic device provided by the embodiment is shown, which can include a processor 1010, a memory 1020, an input / output interface 1030, a communication interface 1040, and a bus 1050. The processor 1010, the memory 1020, the input / output interface 1030, and the communication interface 1040 are connected to each other through the bus 1050 for internal communication within the device.

[0086] The processor 1010 can be implemented by a general-purpose CPU (Central Processing Unit), a microprocessor, an ASIC (Application Specific Integrated Circuit), or one or more integrated circuits, etc., for executing related programs to implement the technical solutions provided by the embodiments of the present specification.

[0087] The memory 1020 can be implemented by a ROM (Read Only Memory), a RAM (Random Access Memory), a static storage device, a dynamic storage device, etc. The memory 1020 can store an operating system and other application programs, and when the technical solutions provided by the embodiments of the present specification are implemented by software or firmware, the related program codes are stored in the memory 1020 and executed by the processor 1010.

[0088] The input / output interface 1030 is used to connect input / output modules to realize information input and output. The input / output modules can be configured as components in the device (not shown in the figure) or externally connected to the device to provide corresponding functions. The input device can include a keyboard, a mouse, a touch screen, a microphone, various sensors, etc., and the output device can include a display, a speaker, a vibrator, an indicator light, etc.

[0089] The communication interface 1040 is used to connect a communication module (not shown in the figure) to realize the communication interaction between the device and other devices. The communication module can realize communication through a wired manner (such as USB, network cable, etc.) or a wireless manner (such as mobile network, WFI, Bluetooth, etc.).

[0090] Bus 1050 includes a path for transferring information between the various components (e.g., processor 1010, memory 1020, input / output interface 1030, and communication interface 1040) of the device.

[0091] It should be noted that although the above device only shows the processor 1010, the memory 1020, the input / output interface 1030, the communication interface 1040 and the bus 1050, in the specific implementation process, the device can also include other components necessary for normal operation. In addition, those skilled in the art can understand that the above device can also only contain the components necessary to implement the embodiments of the present application, and does not necessarily contain all the components shown in the figure.

[0092] The electronic device of the above embodiment is used to implement the corresponding vehicle operation control method in any of the preceding embodiments, and has the beneficial effects of the corresponding method embodiments, which are not repeated here.

[0093] Based on the same inventive concept, corresponding to the method of any of the above embodiments, the present application also provides a vehicle comprising an electronic device for executing the vehicle operation control method of any of the above embodiments.

[0094] The vehicle of the above embodiment is used to implement the corresponding vehicle operation control method in any of the preceding embodiments, and has the beneficial effects of the corresponding method embodiments, which are not repeated here.

[0095] Based on the same inventive concept, corresponding to the method of any of the above embodiments, the present application also provides a non-transitory computer readable storage medium storing computer instructions for causing the computer to execute the vehicle operation control method of any of the above embodiments.

[0096] The computer readable medium of the present embodiment includes permanent and non-permanent, removable and non-removable media, which can be implemented by any method or technology to store information. The 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 technology, compact disc read-only memory (CDROM), digital versatile disc (DVD) or other optical storage, magnetic cassette, magnetic tape disk storage or other magnetic storage device, or any other non-transmission medium that can be used to store information accessible by a computing device.

[0097] The storage medium of the above embodiments stores computer instructions for causing the computer to perform the vehicle operation control method according to any one of the above embodiments, and has the beneficial effects of the corresponding method embodiments, which are not described herein again.

[0098] It can be understood that, before using the technical solutions of various embodiments in the present disclosure, the type, use range, use scenario, etc. of the personal information involved will be informed to the user in a proper manner, and the authorization of the user will be obtained.

[0099] For example, in response to receiving the active request of the user, prompt information is sent to the user to explicitly prompt the user that the operation requested to be performed will require obtaining and using the personal information of the user. Thus, the user can autonomously select whether to provide the personal information to the software or hardware such as the electronic device, application program, server or storage medium, etc. that performs the operation of the technical solutions of the present disclosure according to the prompt information.

[0100] As an optional but non-limiting implementation manner, in response to accepting the active request of the user, the manner of sending the prompt information to the user may, for example, be a pop-up window manner, and the prompt information may be presented in the form of text in the pop-up window. In addition, the pop-up window may also carry selection controls for the user to select "agree" or "disagree" to provide the personal information to the electronic device.

[0101] It can be understood that the above notification and obtaining of the authorization of the user are only illustrative, and do not limit the implementation manners of the present disclosure, and other manners meeting the relevant laws and regulations can also be applied to the implementation manners of the present disclosure.

[0102] Those skilled in the art should understand that the discussion of any of the above embodiments is only exemplary and is not intended to suggest that the scope (including claims) of the present application is limited to these examples; under the idea of the present application, the above embodiments or technical features in different embodiments can also be combined, the steps can be implemented in any order, and there are many other changes of different aspects of the embodiments of the present application as described above, which are not provided in details for the sake of brevity.

[0103] Additionally, to simplify the description and discussion, and so as not to obscure the embodiments of the application being presented, the well-known functions or constructions of integrated circuit (IC) chips and other components can or can not be shown in the figures and will be omitted as not to unnecessarily obscure the embodiments of the application being presented. Moreover, the devices can be shown in block diagram form in order to avoid obscuring the embodiments of the application, and this also acknowledges the fact that the details in regard to the implementation of the block diagram devices are highly dependent on the platform within which the embodiments of the application are to be implemented (i.e., these details should be well within the purview of one of ordinary skill in the art). Where specific details are set forth in order to describe an illustrative embodiment of the application, it will be apparent to one of ordinary skill in the art that the embodiments of the application can be practiced without, or with variation of, these specific details. Thus, the description is to be considered as illustrative and not restrictive, and the scope of the application should be determined not with reference to the above description, but should be given to the appended claims.

[0104] While the application has been described in connection with specific embodiments thereof, many alternatives, modifications and variations will be apparent to those skilled in the art in light of the foregoing description. For example, other memory architectures (e.g., dynamic RAM (DRAM)) can use the embodiments discussed.

[0105] Embodiments of the application are intended to cover all such alternatives, modifications and variations as falling within the scope of the appended claims. Accordingly, any omission, modification, equivalent replacement, improvement, etc. made in the spirit and principle of the embodiments of the application should be included in the scope of protection of the application.

Claims

1. A vehicle operation control method, characterized in that, include: It can obtain vehicle speed, steering wheel angle, yaw rate, wheel braking torque, and wheel angular acceleration. The first rear wheel steering angle is determined based on the wheel braking torque and wheel angular acceleration; the second rear wheel steering angle is determined based on the vehicle speed, steering wheel angle, and yaw rate. In response to determining that the vehicle is in a braking condition on a split road surface, a target rear wheel angle is determined based on the first rear wheel angle and the second rear wheel angle, so as to control the rear wheel steering based on the target rear wheel angle; The split road surface refers to a road surface where the road adhesion coefficients of the two wheels on either side of the vehicle are significantly different.

2. The method according to claim 1, characterized in that, The determination of the first rear wheel steering angle based on the wheel braking torque and wheel angular acceleration includes: The yaw moment is determined based on the wheel braking torque, wheel angular acceleration, and pre-stored wheel assembly rotational inertia. The rear wheel slip angle is determined based on the yaw moment, the pre-stored rear axle lateral stiffness, and the distance from the center of gravity to the rear axle, and the rear wheel slip angle is determined as the first rear wheel steering angle.

3. The method according to claim 2, characterized in that, Determining the rear wheel slip angle as the first rear wheel steering angle includes: The rear wheel slip angle is corrected by a correction factor to obtain the corrected rear wheel slip angle; The corrected rear wheel slip angle is determined as the first rear wheel steering angle; The correction coefficient is determined based on vehicle speed and road surface adhesion coefficient.

4. The method according to claim 3, characterized in that, The split pavement includes the adhesion coefficient of the high-adhesion side pavement and the adhesion coefficient of the low-adhesion side pavement, and the process of determining the correction coefficient includes: Based on the road surface adhesion coefficient on the high-adhesion side and the vehicle speed, the correction coefficient is determined from a preset comparison data of vehicle speed and road surface adhesion coefficient; or, The adhesion coefficient of the high-adhesion side is corrected based on the adhesion coefficient of the low-adhesion side to obtain the corrected adhesion coefficient of the high-adhesion side; based on the corrected adhesion coefficient of the high-adhesion side and the vehicle speed, the correction coefficient is determined from the preset vehicle speed and road adhesion coefficient comparison data.

5. The method according to claim 1, characterized in that, The determination of the second rear wheel steering angle based on the vehicle speed, steering wheel angle, and yaw rate includes: The target yaw rate is determined based on the vehicle speed, steering wheel angle, and pre-stored vehicle wheelbase. The deviation of the yaw rate is determined based on the target yaw rate and the actual yaw rate collected by the sensor. The yaw rate deviation is calculated using proportional-integral-differential methods to obtain the second rear wheel steering angle.

6. The method according to claim 1, characterized in that, The determination of the braking condition where the vehicle is on a split road surface includes: The vehicle is determined to be in a braking condition on a split road surface if the following conditions are met: The vehicle speed is greater than the preset speed. The steering wheel angle is less than the preset angle; Anti-lock braking system activated; The difference in slip ratio between the two wheels on the front axle or the two wheels on the rear axle is greater than a preset threshold and continues for a preset duration; The difference in braking torque between the two wheels on the front axle is greater than a preset threshold and continues for a preset duration; The slip ratio is determined based on the wheel speed.

7. The method according to claim 1, characterized in that, Determining the target rear wheel angle based on the first rear wheel angle and the second rear wheel angle includes: The first rear wheel steering angle and the second rear wheel steering angle are weighted and summed based on preset weighting coefficients to obtain the target rear wheel steering angle; The weighting coefficient of the first rear wheel steering angle is positively correlated with the difference in the adhesion coefficients of the opposing road surfaces, and the weighting coefficient of the first rear wheel steering angle decreases as the vehicle speed increases.

8. The method according to claim 1, characterized in that, The rear wheel steering control based on the target rear wheel angle includes: Steering to the target rear wheel angle using the rear wheel steering system at a preset steering rate; The preset steering rate is positively correlated with the target rear wheel steering angle.

9. An electronic device, characterized in that, It includes a memory, a processor, and a computer program stored in the memory and running on the processor, wherein the processor, when executing the program, implements the method as claimed in any one of claims 1 to 8.

10. A vehicle, characterized in that, Includes the electronic device as described in claim 9.

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