Control method, device and vehicle

Abstract

The application provides a control method and device and a vehicle. The method comprises: acquiring a driving parameter of the vehicle, the driving parameter comprising: first vehicle speed information, a first slip rate and a second slip rate, the first slip rate being used to indicate a wheel slip rate of a first side of the vehicle, and the second slip rate being used to indicate a wheel slip rate of a second side of the vehicle; in the case that the first slip rate is greater than the second slip rate and the difference between the first slip rate and the second slip rate is greater than a first threshold value, determining a first direction and a first angle of rotation of a rear wheel of the vehicle according to the driving parameter and a first corresponding relationship; and controlling the rear wheel of the vehicle to rotate to the first direction by the first angle. Through the above method, in the case that the vehicle is in a split scene, the vehicle can be efficiently and quickly stabilized, thereby reducing the risk of vehicle deviation and instability.

Description

Technical Field

[0001] This application relates to the field of intelligent vehicles, and more specifically, to a control method, device, and vehicle. Background Technology

[0002] As smart cars become more widely used in daily life, users expect them and their related devices to bring a more comfortable and intelligent experience. Against this backdrop, rear-wheel steering technology, as an important steering technology, is being widely used to improve the driving experience and the level of intelligence.

[0003] When a vehicle is in a driving scenario, its drive and braking control face significant challenges. To ensure driving safety, functions such as traction control system (TCS), anti-lock braking system (ABS), electronic stability control (ESC), and drag torque control (DTC) reduce torque on the wheel with low traction (low traction side) to prevent wheel slippage or lock-up.

[0004] However, because the wheel on the high-traction side (or high-traction side) still has significant grip and does not slip or lock up, the torque on the high-traction side is hardly reduced, and it can still provide normal driving or braking force. This results in an imbalance of driving, braking, and energy recovery forces between the left and right sides of the vehicle, affecting its normal operation. Summary of the Invention

[0005] This application provides a control method, device, and vehicle that can efficiently and quickly stabilize the vehicle in a driving scenario, thereby reducing the risk of vehicle deviation and instability.

[0006] In a first aspect, a control method is provided, the method comprising: acquiring driving parameters of a vehicle, the driving parameters including: first vehicle speed information, first slip ratio, and second slip ratio, wherein the first slip ratio is used to indicate the wheel slip ratio on a first side of the vehicle, and the second slip ratio is used to indicate the wheel slip ratio on a second side of the vehicle; when the first slip ratio is greater than the second slip ratio, and the difference between the first slip ratio and the second slip ratio is greater than the first threshold, determining a first direction and a first angle of rotation of the rear wheels of the vehicle according to the driving parameters and a first correspondence, wherein the first correspondence includes: the correspondence between the vehicle speed information and the difference in slip ratios of the wheels on both sides of the vehicle, and the rotation direction and rotation angle of the rear wheels of the vehicle; and controlling the rear wheels of the vehicle to rotate in the first direction by the first angle.

[0007] In one possible implementation, the vehicle can be determined to be in a split-wheel scenario if the difference between the first slip ratio and the second slip ratio is greater than a first threshold. A split-wheel scenario can be a scenario in which the adhesion of the wheels on both sides of the vehicle is different, for example, when one side of the vehicle is on a wet road and the other side is on a dry road.

[0008] In one possible implementation, the first vehicle speed information may include: vehicle speed and / or the wheel speed of at least one wheel.

[0009] In one possible implementation, the first side can be the left side of the vehicle and the second side can be the right side of the vehicle, or the first side can be the right side of the vehicle and the second side can be the left side of the vehicle.

[0010] In one possible implementation, the first slip ratio includes the wheel slip ratio on the front axle of the first side of the vehicle, and the second slip ratio includes the wheel slip ratio on the front axle of the second side of the vehicle; or, the first slip ratio includes the wheel slip ratio on the rear axle of the first side of the vehicle, and the second slip ratio includes the wheel slip ratio on the rear axle of the second side of the vehicle.

[0011] In one possible implementation, the first slip ratio includes the average wheel slip ratio on the first side of the vehicle, and the second slip ratio includes the average wheel slip ratio on the second side of the vehicle.

[0012] In one possible implementation, the difference in slip ratio between the wheels on both sides of the vehicle may include: the difference in slip ratio between the wheels on the rear axle of the vehicle, or the average of the difference in slip ratio between the wheels on the front axle and the wheels on the rear axle.

[0013] In this embodiment, when the vehicle is identified as being in a two-way driving scenario, the rotation direction and angle of the rear wheels can be controlled by using driving parameters and a first correspondence. This method can efficiently and quickly stabilize the vehicle, thereby reducing the risk of vehicle deviation and instability. On the other hand, it can prevent uneven driving, braking, and energy recovery forces on both sides of the vehicle, improving the vehicle's acceleration, braking, and recovery capabilities, thus further optimizing the user's driving experience.

[0014] In conjunction with the first aspect, in some implementations of the first aspect, the first correspondence further includes: a correspondence between road surface adhesion information and the rotation direction and angle of the vehicle's rear wheels; before determining the first direction and first angle of the vehicle's rear wheel rotation based on the driving parameters and the first correspondence, the method further includes: acquiring environmental information around the vehicle, the environmental information including first road surface adhesion information on both sides of the vehicle; determining that the first slip ratio is greater than a second threshold and the second slip ratio is less than a third threshold; determining the first direction and first angle of the vehicle's rear wheel rotation based on the driving parameters and the first correspondence includes: determining the first direction and the first angle based on the driving parameters, the environmental information, and the first correspondence.

[0015] In one possible implementation, the first road surface adhesion information may include: the road surface adhesion coefficient or the adhesion force of the wheel.

[0016] In this embodiment, when determining the first direction and the first angle, road surface adhesion information on both sides of the vehicle is additionally considered. This allows the rear-wheel steering control to match the surrounding environmental information, thereby further improving the vehicle's acceleration, braking, and regenerative braking capabilities. Furthermore, by using the relationship between the first slip ratio and the second threshold, and the relationship between the second slip ratio and the third threshold, it is possible to more accurately determine whether the vehicle is in a two-way driving scenario, thus facilitating the rapid determination of the first direction and the first angle.

[0017] In conjunction with the first aspect, in some implementations of the first aspect, the first correspondence further includes: a correspondence between the vehicle's operating condition information and the rotation direction and angle of the vehicle's rear wheels; before determining the first direction and first angle of the vehicle's rear wheel rotation based on the driving parameters and the first correspondence, the method further includes: acquiring the vehicle's first operating condition information, the first operating condition information being used to indicate that the vehicle is in a driving condition, a braking condition, or a regenerative braking condition; determining the first direction and first angle of the vehicle's rear wheel rotation based on the driving parameters and the first correspondence includes: determining the first direction and the first angle based on the driving parameters, the first operating condition information, and the first correspondence.

[0018] In this embodiment of the application, when determining the first direction and the first angle, the vehicle's operating condition information is taken into account. In this way, the steering control of the vehicle's rear wheels can be matched with the current operating condition of the vehicle, thereby further improving the vehicle's acceleration, braking and recovery capabilities.

[0019] In conjunction with the first aspect, in some implementations of the first aspect, the driving parameters further include: the target heading angle and the actual heading angle of the vehicle, wherein the target heading angle is determined based on the steering wheel angle and the heading coefficient; determining the first direction and the first angle of rotation of the vehicle's rear wheels according to the driving parameters and the first correspondence includes: determining the second direction and the second angle of rotation of the vehicle's rear wheels according to the first vehicle speed information and the first correspondence; determining the third direction and the third angle of rotation of the vehicle's rear wheels according to the difference between the actual heading angle and the target heading angle and the second correspondence, wherein the second correspondence includes the correspondence between the difference between the vehicle's target heading angle and the actual heading angle and the rotation direction and angle of the vehicle's rear wheels; and superimposing the second direction and the second angle with the third direction and the third angle to obtain the first direction and the first angle.

[0020] In one possible implementation, the second direction can be the same as or opposite to the first direction; similarly, the third direction can be the same as or opposite to the first direction.

[0021] In this embodiment, the influence of the vehicle's target heading angle and actual heading angle is taken into account when determining the rotation direction and angle of the rear wheels. This method allows for a more accurate determination of the rear wheel rotation direction and angle, thereby further reducing the risk of vehicle deviation and instability in head-on driving scenarios.

[0022] In conjunction with the first aspect, in some implementations of the first aspect, the driving parameters further include: the difference in motor torque between the two sides of the vehicle and the difference in longitudinal force between the wheels; determining the first direction and first angle of rotation of the rear wheels of the vehicle based on the driving parameters and the first correspondence includes: determining the second direction and second angle of rotation of the rear wheels of the vehicle based on the first vehicle speed information and the first correspondence; determining the fourth direction and fourth angle of rotation of the rear wheels of the vehicle based on the difference in motor torque, the difference in longitudinal force, the wheel radius, and a third correspondence, wherein the third correspondence includes the correspondence between the difference in motor torque between the two sides of the vehicle, the difference in longitudinal force between the wheels, and the wheel radius, and the rotation direction and angle of the rear wheels of the vehicle; superimposing the second direction and the second angle with the fourth direction and the fourth angle to obtain the first direction and the first angle.

[0023] In one possible implementation, the difference in motor torque on both sides of the vehicle can include the difference in torque commands corresponding to the rear wheel motors on both sides of the vehicle; the longitudinal force of the wheel can be understood as the frictional force between the driving force output by the drive system or the braking force provided by the braking system and the road surface in the direction of vehicle travel, and correspondingly, the difference in longitudinal force of the wheel can include the difference in longitudinal force of the rear wheels on both sides of the vehicle.

[0024] In one possible implementation, the fourth direction can be the same as or opposite to the second direction.

[0025] In this embodiment, the influence of the torque difference between the motors on both sides of the vehicle, the longitudinal force difference between the wheels, and the wheel radius is considered when determining the rotation direction and angle of the rear wheels. This method allows for a more precise determination of the rear wheel rotation direction and angle, ensuring smooth vehicle operation under various road conditions. This significantly reduces the risks of vehicle tilt, lane departure, and sudden loss of control, thereby improving driving safety and stability.

[0026] In conjunction with the first aspect, in some implementations of the first aspect, the driving parameters further include: the target yaw rate and the actual yaw rate of the vehicle, wherein the target yaw rate is determined based on the steering wheel angle and the vehicle speed; determining the first direction and first angle of the rear wheel rotation based on the driving parameters and the first correspondence includes: determining the second direction and second angle of the rear wheel rotation based on the first vehicle speed information and the first correspondence; if the difference between the target yaw rate and the actual yaw rate is greater than or equal to a preset value, determining the fifth direction and fifth angle of the rear wheel rotation based on the difference between the target yaw rate and the actual yaw rate; superimposing the second direction and the second angle with the fifth direction and the fifth angle to obtain the first direction and the first angle.

[0027] In one possible implementation, the fifth direction can be the same as or opposite to the second direction.

[0028] In this embodiment, the influence of the vehicle's target yaw rate and actual yaw rate is considered when determining the rotation direction and angle of the rear wheels. This approach allows for more precise determination of the rear wheel rotation direction and angle, thereby optimizing vehicle control in driving scenarios with opposing wheels, reducing deviation caused by differences in adhesion between the left and right wheels, and further mitigating the risk of vehicle instability.

[0029] In conjunction with the first aspect, in some implementations of the first aspect, the driving parameters further include: the actual torque and target torque of the front axle of the vehicle, and the actual torque and target torque of the rear axle of the vehicle. Before determining the first direction and first angle of rotation of the rear wheels of the vehicle based on the driving parameters and the first correspondence, the method further includes: determining that the difference between the actual torque and target torque of the front axle of the vehicle is greater than or equal to a fourth threshold, and / or that the difference between the actual torque and target torque of the rear axle of the vehicle is greater than or equal to a fifth threshold.

[0030] In this embodiment of the application, by using the relationship between the difference between the actual torque and the target torque of the vehicle's front axle and the fourth threshold, and / or the relationship between the difference between the actual torque and the target torque of the vehicle's rear axle and the fifth threshold, it is possible to more accurately determine whether the vehicle is in a driving scenario, thereby facilitating the rapid determination of the first direction and the first angle, so as to avoid loss of control or deviation of the vehicle due to changes in the driving environment.

[0031] In conjunction with the first aspect, in some implementations of the first aspect, the first road surface adhesion information includes: a first adhesion coefficient and a second adhesion coefficient, wherein the first adhesion coefficient is used to indicate the adhesion coefficient between the tires on the first side of the vehicle and the road surface, and the second adhesion coefficient is used to indicate the adhesion coefficient between the tires on the second side of the vehicle and the road surface. Before determining the first direction and first angle of the rotation of the rear wheels of the vehicle according to the driving parameters and the first correspondence, the method further includes: determining that the difference between the first adhesion coefficient and the second adhesion coefficient is greater than or equal to a sixth threshold.

[0032] In this embodiment, by using the relationship between the difference between the first adhesion coefficient and the second adhesion coefficient and the sixth threshold, it is possible to more accurately determine whether the vehicle is in a two-way road scenario, thereby facilitating the rapid determination of the first direction and the first angle, and improving the safety and comfort of driving the vehicle in a two-way road scenario.

[0033] In conjunction with the first aspect, in some implementations of the first aspect, before controlling the rear wheels of the vehicle to rotate in the first direction by the first angle, the method further includes: determining that the rear wheel steering function of the vehicle is activated.

[0034] In this embodiment, when the rear-wheel steering function is activated, the rear wheels of the vehicle can be controlled to rotate in a first direction by a first angle based on driving parameters and a first correspondence. This avoids controlling the rear wheels to rotate when the rear-wheel steering function is not activated. It prevents unnecessary rear-wheel steering adjustments caused by misoperation or system malfunction, reduces the risk of vehicle loss of control or abnormal handling, and thus improves overall driving safety.

[0035] In conjunction with the first aspect, in some implementations of the first aspect, the driving parameters include: the target yaw rate of the vehicle, the target yaw rate being determined based on the steering wheel angle and the vehicle speed; the method further includes: determining a first control command based on the target yaw rate, the first direction, and the first angle; the first control command includes at least one of: a correction value for the target slip ratio, a slip ratio threshold correction value, and a lift torque correction value.

[0036] In this embodiment of the application, when the rear wheel steering function is activated, a first control command can be output based on the target yaw rate, the first direction, and the first angle, including a target slip ratio correction value, a slip ratio threshold correction value, or a lift torque correction value. This facilitates the ESC, TCS, and ABS to adjust the lift torque speed on the high adhesion side based on the first control command, or facilitates the DTC to adjust the recovery speed of the regenerative torque based on the first control command.

[0037] In conjunction with the first aspect, in some implementations of the first aspect, before controlling the rear wheels of the vehicle to rotate in the first direction by the first angle, the method further includes: detecting that a first control mode of the vehicle is activated, wherein the vehicle is capable of controlling the steering angle and direction of the rear wheels in the first control mode.

[0038] Secondly, a control device is provided, the device comprising: an acquisition unit and a processing unit; the acquisition unit is configured to acquire driving parameters of a vehicle, the driving parameters including: first vehicle speed information, a first slip ratio, and a second slip ratio, the first slip ratio indicating the wheel slip ratio of a first side of the vehicle, and the second slip ratio indicating the wheel slip ratio of a second side of the vehicle; the processing unit is configured to: when the first slip ratio is greater than the second slip ratio, and the difference between the first slip ratio and the second slip ratio is greater than a first threshold, determine a first direction and a first angle of rotation of the rear wheels of the vehicle based on the driving parameters and a first correspondence, the first correspondence including: the correspondence between the vehicle speed information and the difference in slip ratios of the wheels on both sides of the vehicle, and the rotation direction and rotation angle of the rear wheels of the vehicle; and control the rear wheels of the vehicle to rotate in the first direction by the first angle.

[0039] For a description of the beneficial effects of the second aspect, please refer to the description of the beneficial effects of the first aspect, which will not be repeated here.

[0040] In conjunction with the second aspect, in some implementations of the second aspect, the first correspondence further includes: a correspondence between road surface adhesion information and the rotation direction and angle of the vehicle's rear wheels; the acquisition unit is further configured to acquire environmental information surrounding the vehicle, the environmental information including first road surface adhesion information on both sides of the vehicle; the processing unit is further configured to determine that the first slip ratio is greater than a second threshold and the second slip ratio is less than a third threshold; the processing unit is specifically configured to: determine the first direction and the first angle based on the driving parameters, the environmental information, and the first correspondence.

[0041] In conjunction with the second aspect, in some implementations of the second aspect, the first correspondence further includes: the correspondence between the vehicle's operating condition information and the rotation direction and angle of the vehicle's rear wheels; the acquisition unit is further configured to acquire the vehicle's first operating condition information, which indicates whether the vehicle is in a driving condition, braking condition, or regenerative braking condition; the processing unit is specifically configured to determine the first direction and the first angle based on the environmental information, the driving parameters, the first operating condition information, and the first correspondence.

[0042] In conjunction with the second aspect, in some implementations of the second aspect, the driving parameters further include: the target heading angle and the actual heading angle of the vehicle, wherein the target heading angle is determined based on the steering wheel angle and the heading coefficient; the processing unit is specifically used to: determine a second direction and a second angle of the rear wheel rotation of the vehicle based on the first vehicle speed information and the first correspondence; determine a third direction and a third angle of the rear wheel rotation of the vehicle based on the difference between the actual heading angle and the target heading angle and the second correspondence, wherein the second correspondence includes the correspondence between the difference between the target heading angle and the actual heading angle of the vehicle and the rotation direction and rotation angle of the rear wheel of the vehicle; and superimpose the second direction and the second angle with the third direction and the third angle to obtain the first direction and the first angle.

[0043] In conjunction with the second aspect, in some implementations of the second aspect, the driving parameters further include: the difference in motor torque between the two sides of the vehicle and the difference in longitudinal force between the wheels; the processing unit is specifically used to: determine the second direction and the second angle of the rear wheel rotation based on the first vehicle speed information and the first correspondence; determine the fourth direction and the fourth angle of the rear wheel rotation based on the motor torque difference, the longitudinal force difference, the wheel radius, and the third correspondence, wherein the third correspondence includes the correspondence between the difference in motor torque between the two sides of the vehicle, the difference in longitudinal force between the wheels, and the wheel radius, and the rotation direction and angle of the rear wheel; and superimpose the second direction and the second angle with the fourth direction and the fourth angle to obtain the first direction and the first angle.

[0044] In conjunction with the second aspect, in some implementations of the second aspect, the driving parameters further include: the target yaw rate and the actual yaw rate of the vehicle, wherein the target yaw rate is determined based on the steering wheel angle and the vehicle speed; the processing unit is specifically configured to: determine a second direction and a second angle of the rear wheel rotation of the vehicle based on the first vehicle speed information and the first correspondence; if the difference between the target yaw rate and the actual yaw rate is greater than or equal to a preset value, determine a fifth direction and a fifth angle of the rear wheel rotation of the vehicle based on the difference between the target yaw rate and the actual yaw rate; and superimpose the second direction and the second angle with the fifth direction and the fifth angle to obtain the first direction and the first angle.

[0045] In conjunction with the second aspect, in some implementations of the second aspect, the driving parameters further include: the actual torque and target torque of the front axle of the vehicle, and the actual torque and target torque of the rear axle of the vehicle; the processing unit is further configured to determine that the difference between the actual torque and target torque of the front axle of the vehicle is greater than or equal to a fourth threshold, and / or that the difference between the actual torque and target torque of the rear axle of the vehicle is greater than or equal to a fifth threshold.

[0046] In conjunction with the second aspect, in some implementations of the second aspect, the first road surface adhesion information includes: a first adhesion coefficient and a second adhesion coefficient, wherein the first adhesion coefficient is used to indicate the adhesion coefficient between the tires on the first side of the vehicle and the road surface, and the second adhesion coefficient is used to indicate the adhesion coefficient between the tires on the second side of the vehicle and the road surface; the processing unit is further configured to determine that the difference between the first adhesion coefficient and the second adhesion coefficient is greater than or equal to a sixth threshold.

[0047] In conjunction with the second aspect, in some implementations of the second aspect, the processing unit determines that the rear-wheel steering function of the vehicle is activated.

[0048] In conjunction with the second aspect, in some implementations of the second aspect, the driving parameters include: the target yaw rate of the vehicle, the target yaw rate being determined based on the steering wheel angle and the vehicle speed; the processing unit is further configured to determine a first control command based on the target yaw rate, the first direction, and the first angle, the first control command including at least one of: a correction value for the target slip ratio, a slip ratio threshold correction value, and a lift torque correction value.

[0049] In conjunction with the second aspect, in some implementations of the second aspect, the processing unit is further configured to detect that a first control mode of the vehicle is activated, wherein the vehicle is able to control the steering angle and direction of the rear wheels in the first control mode.

[0050] Thirdly, a control device is provided, comprising: at least one processor and a memory, wherein the at least one processor is coupled to the memory for reading and executing instructions in the memory, such that the device implements the method in any of the implementations of the first aspect described above.

[0051] Fourthly, a computer-readable storage medium is provided, the computer-readable storage medium storing program code, which, when run on a computer, causes the computer to perform the method in any of the implementations of the first aspect described above.

[0052] Fifthly, a chip is provided, the chip including circuitry for performing the method in any of the implementations of the first aspect described above.

[0053] Sixthly, a computer program product is provided, the computer product including a computer program that, when the computer program is run by a processor, causes the method in any of the implementations of the first aspect to be executed.

[0054] In a seventh aspect, a vehicle is provided, comprising: the control device described in any of the second or third aspects above. Attached Figure Description

[0055] Figure 1 This is a functional schematic diagram of a vehicle provided in an embodiment of this application;

[0056] Figure 2 This is the system architecture to which the control method provided in the embodiments of this application is applicable;

[0057] Figure 3 This is a schematic flowchart of a control method provided in an embodiment of this application;

[0058] Figure 4This is a schematic diagram of the forces acting on a vehicle wheel according to an embodiment of this application;

[0059] Figure 5 This is a schematic diagram of a rear-wheel steering control strategy provided in an embodiment of this application;

[0060] Figure 6 This is a schematic diagram illustrating a condition for activating the rear wheel steering function according to an embodiment of this application;

[0061] Figure 7 This is a schematic flowchart illustrating a method for determining a split-open scenario provided in an embodiment of this application;

[0062] Figure 8 This is a schematic diagram of a control device provided in an embodiment of this application;

[0063] Figure 9 This is a schematic diagram of another control device provided in an embodiment of this application. Detailed Implementation

[0064] In the description of the embodiments of this application, unless otherwise stated, " / " means "or", for example, A / B can mean A or B; "and / or" in this document is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. In this application, "at least one" means one or more, and "more" means two or more. "At least one of the following" or similar expressions refer to any combination of these items, including any combination of single or multiple items. For example, at least one of a, b, or c can represent: a, b, c, ab, ac, bc, or abc, where a, b, and c can be single or multiple.

[0065] The use of prefixes such as "first" and "second" in this application embodiment is solely for distinguishing different descriptive objects and does not limit the position, order, priority, quantity, or content of the described objects. The use of ordinal numbers and other prefixes to distinguish descriptive objects in this application embodiment does not constitute a limitation on the described objects. The description of the described objects is found in the claims or the context of the embodiments, and the use of such prefixes should not constitute unnecessary restrictions.

[0066] The technical solutions in this application will now be described with reference to the accompanying drawings.

[0067] Figure 1 This is a functional schematic diagram of a vehicle provided in an embodiment of this application.

[0068] like Figure 1As shown, the vehicle 100 involved in this application may include multiple subsystems, such as a perception system 120, a computing platform 130, and a safety system 140. Optionally, the vehicle 100 may include more or fewer subsystems, and each subsystem may include one or more components. In addition, each subsystem and component of the vehicle 100 can be interconnected via wired or wireless means.

[0069] The perception system 120 may include several sensors for sensing information about the environment surrounding the vehicle 100. For example, the perception system 120 may include a positioning system, which may be a global positioning system (GPS), a BeiDou system, or another positioning system. The perception system 120 may include one or more of the following: an inertial measurement unit (IMU), a rain sensor, a humidity and temperature sensor, a lidar, a millimeter-wave radar, an ultrasonic radar, and a camera device.

[0070] Some or all of the functions of vehicle 100 can be controlled by computing platform 130. Computing platform 130 may include processors 131 to 13n (n being a positive integer). A processor is a circuit with signal processing capabilities. In one implementation, the processor can be a circuit with instruction read and execute capabilities, such as a central processing unit (CPU), microprocessor, graphics processing unit (GPU) (which can be understood as a type of microprocessor), or digital signal processor (DSP). In another implementation, the processor can implement certain functions through the logical relationships of hardware circuits. These logical relationships are fixed or reconfigurable. For example, the processor may be a hardware circuit implemented using an application-specific integrated circuit (ASIC) or a programmable logic device (PLD), such as an FPGA. In reconfigurable hardware circuits, the process of the processor loading a configuration document and configuring the hardware circuit can be understood as the process of the processor loading instructions to implement some or all of the functions of the aforementioned units. Furthermore, the processor can also be a hardware circuit designed for artificial intelligence, which can be understood as an ASIC, such as a neural network processing unit (NPU), tensor processing unit (TPU), deep learning processing unit (DPU), etc. In addition, the computing platform 130 may also include a memory for storing instructions. Some or all of the processors 131 to 13n can call the instructions in the memory to implement the corresponding functions.

[0071] The computing platform 130 can control the functions of the vehicle 100 based on inputs received from various subsystems (e.g., the sensing system 120). In some embodiments, the computing platform 130 can be used to provide control over many aspects of the vehicle 100 and its subsystems.

[0072] Safety system 140 includes, but is not limited to: TCS, ABS, ESC, DTC; Safety system 140 can work closely with other components in the vehicle (e.g., engine control unit, transmission, steering system and suspension system) to monitor and adjust the state of the wheels in real time, thereby effectively preventing dangerous situations such as loss of vehicle control, skidding, sideslip or brake failure.

[0073] Optionally, the above components are just an example. In actual applications, the components in each of the above modules may be added or deleted as needed.

[0074] The vehicle 100 in this application may include: road vehicles, water vehicles, air vehicles, industrial equipment, agricultural equipment, or entertainment equipment, etc. For example, vehicle 100 may be a means of transportation (such as commercial vehicles, passenger cars, motorcycles, flying cars, trains, etc.), industrial vehicles (such as forklifts, trailers, tractors, etc.), engineering vehicles (such as excavators, bulldozers, cranes, etc.), agricultural equipment (such as lawnmowers, harvesters, etc.), amusement equipment, toy vehicles, etc. The embodiments of this application do not specifically limit the type of vehicle.

[0075] As described in the background section, rear-wheel steering, as an important steering technology, is widely used to enhance the driving experience and intelligence level. Specifically, this technology can intelligently adjust the steering angle of the rear wheels to optimize vehicle handling performance. At low speeds, the rear wheels steer relative to the front wheels, significantly reducing the turning radius and improving the vehicle's maneuverability and agility in tight spaces, making parking and low-speed turns easier. At high speeds, the rear wheels steer in the same direction as the front wheels to enhance driving stability, reduce body roll, and improve safety during high-speed lane changes or cornering. Furthermore, this technology can achieve more advanced vehicle control modes. For example, when the steering angles of the front and rear wheels are consistent, the vehicle can move laterally in a parallel direction, i.e., "crab walking," which is particularly important for off-road escape, driving on narrow roads, or precise control under specific conditions. Simultaneously, some rear-wheel steering systems can also achieve "inward" or "outward" modes, allowing the rear wheels to deflect at large angles towards the inside or outside of the vehicle body, adapting to extreme steering needs or specific application scenarios for special vehicles.

[0076] When a vehicle is in a two-wheeled driving scenario (i.e., the left and right wheels have different levels of traction, for example, one wheel is on a wet surface and the other is on a dry surface), the vehicle's drive and braking control face significant challenges. To ensure driving safety, functions such as TCS, ABS, ESC, and DTC reduce torque on the lower-traction side wheels to prevent wheel slippage or lock-up. However, since the higher-traction side wheels still have greater traction and do not slip or lock up, their torque is hardly reduced, and they can still provide normal driving or braking force. This leads to an imbalance in the driving, braking, and energy recovery forces on the left and right sides of the vehicle. On the one hand, this may cause the vehicle to veer off course, affecting its straight-line stability. On the other hand, it may cause the vehicle to become unstable, thereby reducing its power, braking ability, and regenerative braking capabilities.

[0077] This application provides a control method, device, and vehicle that can efficiently and quickly stabilize the vehicle in a two-way driving scenario, thereby reducing the risk of vehicle deviation and instability.

[0078] Figure 2 This is the system architecture to which a control method provided in the embodiments of this application is applicable.

[0079] like Figure 2 As shown, the architecture includes: a scene recognition unit, a split detection unit, a stable target allocation unit, a rear wheel steering control unit, a functional interaction unit, and a rear wheel steering mode selection unit.

[0080] The scene recognition unit can be located within the intelligent driving domain controller (Mobile Domain Controller, MDC). Based on data collected by sensors (including but not limited to: visual sensors, millimeter-wave radar, ultrasonic radar, and activation radar), the scene recognition unit extracts the vehicle's environmental information and transmits this information to the on-board detection unit. The vehicle's environmental information may include, but is not limited to: road surface adhesion information on both sides of the vehicle and road type information.

[0081] The vehicle-on-road detection unit, stability target allocation unit, rear-wheel steering control unit, and function interaction unit can be located within the vehicle intranet unit (VIU). The vehicle-on-road detection unit can determine whether the vehicle is in a vehicle-on-road scenario based on the vehicle's environmental information and driving parameters. The stability target allocation unit can determine the target yaw rate of the vehicle based on its driving parameters, thereby realizing the allocation of the target yaw rate between rear-wheel steering control and other stability controls. These other stability controls may include, but are not limited to, torque vectoring (TV). The rear-wheel steering control unit can determine the state of the rear-wheel steering function flag and the first direction and first angle of rear wheel rotation based on the vehicle's driving parameters and environmental information, and forward the state of the rear-wheel steering function flag and the first direction and first angle of rear wheel rotation to the function interaction unit and the rear-wheel steering system. The functional interaction unit can determine a first control command (including at least one of the following: target slip ratio correction value, slip ratio threshold correction value, or lift torque correction value) based on the target yaw rate, the activation state of the rear wheel steering function flag, the first direction, and the first angle. This first control command is then sent to the ESC, TCS, ABS, and DTC systems to achieve functional interaction. The rear steering system can execute the first control command to efficiently and quickly stabilize the vehicle, thereby reducing the risk of vehicle deviation and instability.

[0082] The rear steering mode selection unit can be located in the Mobileata Center (CDC). Based on the driver's commands, the rear steering mode selection unit can select to turn the stability control mode on or off, or the crab mode on, and send the steering mode selection result to the rear wheel steering control unit. Specifically, when the stability control mode is on, the rear wheel steering control unit can control the rear wheels to turn in the first direction by a first angle.

[0083] It should be noted that, Figure 2 The system architecture shown is merely an example, intended to provide an intuitive understanding of the implementation principles of the control method, and does not constitute any limitation on the applicable system architecture for the control method involved in this application. Those skilled in the art can modify the system architecture according to specific practical needs. Figure 2 The system architecture shown can be flexibly adjusted. For example, new modules can be added to support more complex functional requirements, some modules can be removed to simplify system design, or existing modules can be replaced to use newer modules or hardware. Furthermore, in different application scenarios, Figure 2 The system architecture shown may vary depending on requirements, resources, or constraints.

[0084] Figure 3 This is a schematic flowchart illustrating a control method provided in an embodiment of this application. The execution subject of method 300 can be a vehicle or a controller (e.g., VIU) within the vehicle. When the execution subject of method 300 is the vehicle 100, it can be executed by the computing platform 130 within the vehicle 100, or by the system-on-chip (SoC) within the computing platform 130, or by the processor within the computing platform 130. The following description uses a controller as the execution subject. Method 300 may include steps S301 to S303.

[0085] S301, obtain the vehicle's driving parameters.

[0086] The driving parameters include: first vehicle speed information, first slip ratio, and second slip ratio. The first vehicle speed information may include: vehicle speed and / or at least one wheel speed; the first slip ratio indicates the wheel slip ratio on a first side of the vehicle, and the second slip ratio indicates the wheel slip ratio on a second side of the vehicle.

[0087] Optionally, environmental information around the vehicle and the vehicle's driving parameters can be collected by sensors. Further, optionally, a scene recognition unit can be set in the MDC to extract and recognize the environmental information collected by the sensors.

[0088] Optionally, the first slip ratio includes the wheel slip ratio on the front axle of the first side of the vehicle, and the second slip ratio includes the wheel slip ratio on the front axle of the second side of the vehicle; or, the first slip ratio includes the wheel slip ratio on the rear axle of the first side of the vehicle, and the second slip ratio includes the wheel slip ratio on the rear axle of the second side of the vehicle; or, the first slip ratio includes the average of the wheel slip ratios on the first side of the vehicle, and the second slip ratio includes the average of the wheel slip ratios on the second side of the vehicle.

[0089] Optionally, the first side can be the left side of the vehicle and the second side can be the right side of the vehicle, or the first side can be the right side of the vehicle and the second side can be the left side of the vehicle.

[0090] Optionally, the first slip ratio and the second slip ratio can be calculated using the first vehicle speed and the first wheel speed.

[0091] S302, when the first slip ratio is greater than the second slip ratio and the difference between the first slip ratio and the second slip ratio is greater than the first threshold, the first direction and the first angle of the vehicle's rear wheel rotation are determined according to the driving parameters and the first correspondence.

[0092] The first correspondence includes the correspondence between vehicle speed information and the difference in slip ratio between the two wheels of the vehicle, and the rotation direction and rotation angle of the rear wheels of the vehicle.

[0093] Optionally, the difference in slip ratio between the wheels on both sides of the vehicle may include: the difference in slip ratio between the wheels on the rear axle of the vehicle, or the average of the difference in slip ratio between the wheels on the front axle and the wheels on the rear axle.

[0094] Optionally, the first correspondence can be pre-stored in the vehicle or server. When the first correspondence is stored in the server, the first correspondence can be obtained before determining the first direction and the first angle.

[0095] For example, the vehicle can be determined to be in a split-wheel scenario if the difference between the first slip ratio and the second slip ratio is greater than a first threshold. A split-wheel scenario can be a scenario in which the adhesion of the wheels on both sides of the vehicle is different, such as when one side of the vehicle is on a wet road and the other side is on a dry road.

[0096] S303 controls the rear wheels of the vehicle to rotate in the first direction by a first angle.

[0097] Optionally, the controller may send a second control command to the rear-turning system, which controls the wheels to rotate in the first direction by a first angle based on the second control command. Alternatively, the controller may directly control the wheels to rotate in the first direction by a first angle.

[0098] Based on the aforementioned control method, when the vehicle is identified as being in a two-way driving scenario, the rotation direction and angle of the rear wheels can be controlled by using driving parameters and a primary correspondence. This method efficiently and quickly stabilizes the vehicle, reducing the risk of deviation and instability. Furthermore, it prevents imbalances in driving, braking, and energy recovery forces on both sides of the vehicle, improving the overall acceleration, braking, and regenerative braking capabilities, thereby further optimizing the user's driving experience.

[0099] According to some embodiments, the first correspondence further includes: the correspondence between road surface adhesion information and the rotation direction and rotation angle of the vehicle's rear wheels; before step S302, method 300 further includes: acquiring environmental information around the vehicle, the environmental information including first road surface adhesion information on both sides of the vehicle; determining that the first slip ratio is greater than a second threshold and the second slip ratio is less than a third threshold; in step S302, determining the first direction and first angle of the vehicle's rear wheel rotation according to the driving parameters and the first correspondence includes: determining the first direction and first angle according to the driving parameters, environmental information and the first correspondence.

[0100] Based on the aforementioned control method, when determining the first direction and the first angle, road surface adhesion information on both sides of the vehicle is additionally considered. This allows the rear-wheel steering control to match the surrounding environmental information, thereby further improving the vehicle's acceleration, braking, and regenerative braking capabilities. Furthermore, by analyzing the relationship between the first slip ratio and the second threshold, as well as the relationship between the second slip ratio and the third threshold, the vehicle's orientation in a two-way driving scenario can be more accurately determined, facilitating the rapid determination of the first direction and the first angle.

[0101] Optionally, the first road surface adhesion information on both sides of the vehicle may include: road surface adhesion coefficient or wheel adhesion.

[0102] Optionally, the specific values ​​of the second and third thresholds can be set based on road surface adhesion information.

[0103] According to some embodiments, before step S302, first operating condition information of the vehicle is obtained. This first operating condition information indicates whether the vehicle is in driving, braking, or regenerative braking mode. Then, in step S302, the first direction and first angle of rotation of the vehicle's rear wheels are determined based on driving parameters and a first correspondence. This includes determining the first direction and first angle based on driving parameters, the first operating condition information, and the first correspondence. The first correspondence further includes the correspondence between the vehicle's operating condition information and the rotation direction and angle of the vehicle's rear wheels.

[0104] Based on the above processing method, when determining the first direction and the first angle, the vehicle's operating condition information is taken into account. In this way, the steering control of the vehicle's rear wheels can be matched with the current operating condition of the vehicle, thereby further improving the vehicle's acceleration, braking and recovery capabilities.

[0105] According to some embodiments, in step S302, the first direction and the first angle are determined based on driving parameters and the first correspondence, or based on environmental information, driving parameters and the first correspondence, or the determination of the first direction and the first angle based on environmental information, driving parameters, the first operating condition information and the first correspondence can be achieved by looking up a table.

[0106] For example, the first correspondence can be as shown in Table 1, that is, the first direction and the first angle can be determined by Table 1 (in Table 1, the left turn of the rear wheel is marked as + and the right turn is marked as -). The method of determining the first direction and the first angle shown in Table 1 can also be called rear turn road control.

[0107] For example, if the slip ratio on the left side of the vehicle is the first slip ratio and the slip ratio on the right side is the second slip ratio, and the first road surface adhesion information indicates that the vehicle has greater adhesion on the left side and less adhesion on the right side; and the vehicle's operating condition information indicates that the current vehicle is in driving mode, then Table 1 can be used to determine that the first direction is a right turn. By looking up the difference in slip ratios between the left and right sides of the vehicle and the vehicle speed in a pre-set table of slip ratio differences, vehicle speed, and steering angle values, the first angle can be determined.

[0108] Table 1

[0109]

[0110] It should be noted that the content shown in Table 1 is merely an example, intended to provide an intuitive understanding of the implementation principle for determining the first direction and the first angle, and does not constitute any limitation on this application. Those skilled in the art can flexibly adjust the content shown in Table 1 according to specific practical needs. For example, the slip ratio difference between the left and right sides can be replaced with the slip ratio difference between the right and left sides. Or, for example, the slip ratio difference between the left and right sides can be input into a neural network model to obtain the first angle.

[0111] According to some embodiments, the driving parameters further include: the vehicle's target heading angle and actual heading angle, wherein the target heading angle is determined based on the steering wheel angle and heading coefficient; then in step S302, determining the first direction and first angle according to the driving parameters and the first correspondence includes: determining the second direction and second angle of the vehicle's rear wheel rotation according to the first vehicle speed information and the first correspondence; determining the third direction and third angle of the vehicle's rear wheel rotation according to the difference between the actual heading angle and the target heading angle and the second correspondence, wherein the second correspondence includes the correspondence between the difference between the vehicle's target heading angle and the actual heading angle and the rotation direction and rotation angle of the vehicle's rear wheel;

[0112] Based on the above control method, the influence of the vehicle's target heading angle and actual heading angle is taken into account when determining the rotation direction and angle of the rear wheels. This approach allows for a more precise determination of the rear wheel rotation direction and angle, thereby further reducing the risk of vehicle veer and instability in head-on driving scenarios.

[0113] Optionally, the second direction can be the same as or opposite to the first direction; similarly, the third direction can be the same as or opposite to the first direction. For example, if the second direction is a right turn and the third direction is a right turn, the first direction obtained by superimposing the second and third directions is a right turn. As another example, if the second direction is a right turn and the third direction is a left turn, and the second angle is greater than the third angle, the first direction obtained by superimposing the second and third directions is a right turn. Yet another example, if the second direction is a right turn and the third direction is a left turn, and the second angle is less than the third angle, the first direction obtained by superimposing the second and third directions is a left turn.

[0114] Optionally, the control method described above for obtaining the first direction and the first angle can be applied to the entire process of the vehicle driving in a two-way scenario, or to the initial stage of vehicle acceleration or deceleration.

[0115] In one possible implementation, the third orientation and third angle can be determined by looking up a table. For example, the second correspondence can be as shown in Table 2, where the method of determining the third orientation and third angle through Table 2 can also be called aft heading control.

[0116] Table 2

[0117]

[0118] It should be noted that the content shown in Table 2 is merely an example, intended to provide an intuitive understanding of the implementation principle of determining the turning angle based on the difference between the actual heading angle and the target heading angle, and does not constitute any limitation on this application. Those skilled in the art can flexibly adjust the content shown in Table 2 according to specific practical needs, for example, by replacing the calculation method of the target heading angle, or by inputting the absolute value of the yaw angle difference into the neural network model to obtain the third angle.

[0119] For example, by looking up table 1, we find that the second direction is a right turn and the second angle is 30 degrees. By looking up table 2, we find that the third direction is a right turn and the third angle is 20 degrees. Then, the first direction obtained after superimposing the two values ​​is a right turn and the first angle is 50 degrees. As another example, by looking up table 1, we find that the second direction is a right turn and the second angle is 30 degrees. By looking up table 2, we find that the third direction is a left turn and the third angle is 20 degrees. Then, the first direction obtained after superimposing the two values ​​is a right turn and the first angle is 10 degrees.

[0120] According to some embodiments, the driving parameters further include: the difference in motor torque on both sides of the vehicle and the difference in longitudinal force of the wheels; in step S302, determining the first direction and the first angle based on the driving parameters and the first correspondence includes: determining the second direction and the second angle of the rear wheel rotation based on the first vehicle speed information and the first correspondence; determining the fourth direction and the fourth angle of the rear wheel rotation based on the difference in motor torque, the difference in longitudinal force, the wheel radius and the third correspondence, wherein the third correspondence includes the correspondence between the difference in motor torque on both sides of the vehicle, the difference in longitudinal force of the wheels and the wheel radius, and the rotation direction and rotation angle of the rear wheel; and superimposing the second direction and the second angle with the fourth direction and the fourth angle to obtain the first direction and the first angle.

[0121] Based on the above control method, the influence of the torque difference between the motors on both sides of the vehicle, the longitudinal force difference between the wheels, and the wheel radius is considered in determining the rotation direction and angle of the rear wheels. This approach allows for more precise determination of the rear wheel rotation direction and angle, ensuring smooth vehicle operation under various road conditions. This significantly reduces the risks of vehicle tilt, lane departure, and sudden loss of control, thereby improving driving safety and stability.

[0122] Optionally, the difference in motor torque on both sides of the vehicle may include the difference in torque commands corresponding to the rear wheel motors on both sides of the vehicle; the longitudinal force of the wheel can be understood as the frictional force between the driving force output by the drive system or the braking force provided by the braking system and the road surface in the direction of vehicle travel. Accordingly, the difference in longitudinal force of the wheel may include the difference in longitudinal force of the rear wheels on both sides of the vehicle.

[0123] Optionally, the control method described above for obtaining the first direction and the first angle can be applied to the entire process of the vehicle driving in a two-way scenario, or to the initial stage of vehicle acceleration or deceleration.

[0124] Optionally, the fourth direction can be the same as or opposite to the second direction. For example, if the second direction is a right turn and the fourth direction is a right turn, the first direction obtained by superimposing the second and fourth directions is a right turn. As another example, if the second direction is a right turn and the fourth direction is a left turn, and the second angle is greater than the fourth angle, the first direction obtained by superimposing the second and fourth directions is a right turn. Yet another example, if the second direction is a right turn and the fourth direction is a left turn, and the second angle is less than the fourth angle, the first direction obtained by superimposing the second and fourth directions is a left turn.

[0125] In one possible implementation, such as Figure 4 As shown, force analysis of the wheels on the same axle reveals that the rotation direction and angle of the rear wheels are related to the difference in torque command between the two sides of the vehicle and the difference in longitudinal force between the two wheels. Therefore, a third correspondence can be pre-established between the difference in torque command between the two sides of the vehicle, the difference in longitudinal force between the two wheels, the wheel radius, and the rotation direction and angle of the rear wheels, thereby determining the fourth direction and fourth angle. For example, the third correspondence can be shown in Table 3 (in Table 3, leftward steering of the rear wheels is marked as +, and rightward steering as -). The method for determining the fourth direction and fourth angle shown in Table 3 can also be called rear yaw moment control.

[0126] For example, if the difference between the left and right torque commands of the vehicle's rear axle is positive, the difference between the left and right longitudinal forces of the vehicle is positive, and the value of the difference between the left and right torque commands minus the difference between the left and right longitudinal forces of the wheels multiplied by the wheel radius is positive, then Table 3 can be used to determine that the fourth direction is a left turn (-). Then, by referring to the table (pre-set table) based on the value of the difference between the left and right torque commands minus the difference between the left and right longitudinal forces of the wheels multiplied by the wheel radius and the vehicle speed, the fourth angle can be determined.

[0127] Table 3

[0128]

[0129] It should be noted that the content shown in Table 3 is merely an example, intended to provide an intuitive understanding of the implementation principle of determining the rear wheel steering angle based on the motor torque difference, longitudinal force difference, and wheel radius, and does not constitute any limitation on this application. Those skilled in the art can flexibly adjust the content shown in Table 3 according to specific practical needs. For example, the longitudinal force difference between the left and right wheels can be replaced with the longitudinal force difference between the right and left wheels. Alternatively, the value of the difference between the left and right torque commands minus the difference between the left and right wheel longitudinal forces multiplied by the wheel radius can be input into the neural network model to obtain the fourth angle.

[0130] For example, by looking up table 1, we find that the second direction is a right turn and the second angle is 30 degrees. By looking up table 3, we find that the fourth direction is a right turn and the third angle is 10 degrees. Then, the first direction obtained after superimposing the two values ​​is a right turn and the first angle is 40 degrees. As another example, by looking up table 1, we find that the second direction is a right turn and the second angle is 30 degrees. By looking up table 3, we find that the third direction is a left turn and the fourth angle is 10 degrees. Then, the first direction obtained after superimposing the two values ​​is a right turn and the first angle is 20 degrees.

[0131] According to some embodiments, the driving parameters further include: the target yaw rate and the actual yaw rate of the vehicle, wherein the target yaw rate is determined based on the steering wheel angle and vehicle speed; in step S303, the driving parameters and the first correspondence determine the first direction and the first angle of the vehicle's rear wheel rotation, including: determining the second direction and the second angle of the vehicle's rear wheel rotation based on the first vehicle speed information and the first correspondence; if the difference between the target yaw rate and the actual yaw rate is greater than or equal to a preset value, determining the fifth direction and the fifth angle of the vehicle's rear wheel rotation based on the difference between the target yaw rate and the actual yaw rate; and superimposing the second direction and the second angle with the fifth direction and the fifth angle to obtain the first direction and the first angle.

[0132] Based on the above control method, the influence of the vehicle's target yaw rate and actual yaw rate is considered when determining the rotation direction and angle of the rear wheels. This approach allows for more precise determination of the rear wheel rotation direction and angle, thereby optimizing vehicle control in driving scenarios with opposing wheels, reducing deviation caused by differences in adhesion between the left and right tires, and further mitigating the risk of vehicle instability.

[0133] In one possible implementation, the fifth direction can be the same as or opposite to the second direction. For example, if the second direction is a right turn and the fifth direction is a right turn, the first direction obtained by superimposing the second and fifth directions is a right turn. Another example is that if the second direction is a right turn and the fifth direction is a left turn, and the second angle is greater than the fifth angle, the first direction obtained by superimposing the second and fifth directions is a right turn. Yet another example is that if the second direction is a right turn and the fifth direction is a left turn, and the second angle is less than the fifth angle, the first direction obtained by superimposing the second and fifth directions is a left turn.

[0134] In one possible implementation, the fifth direction and the fifth angle can be determined by the following formula.

[0135] Fifth angle = PID (target yaw rate – actual yaw rate)

[0136] Specifically, when the value of the fifth angle is positive, the fifth direction can be left turn; when the value of the fifth angle is negative, the fifth direction can be right turn. The method for determining the fifth angle can also be called the back turn yaw feedback control method.

[0137] It should be noted that PID in the above formula can refer to proportional, integral, and derivative control. The proportional gain, integral gain, and derivative gain can be used to adjust the steering angle of the rear wheels to obtain the fifth angle. This PID control can also be replaced by adaptive control, logic control, or neural network control methods.

[0138] It should also be noted that the above-described embodiments for determining the first direction and the first angle can be applied individually or in combination, for example, as... Figure 5 As shown, back turn road control, back turn heading control, back turn additional yaw moment control, and back turn yaw feedback control can be applied together to determine the first direction and the first angle.

[0139] In step S302, other methods can be added to assist in determining whether the vehicle is in a two-way driving scenario.

[0140] According to some embodiments, the driving parameters further include: the actual torque and target torque of the front axle of the vehicle, and the actual torque and target torque of the rear axle of the vehicle; in step S302, before determining the first direction and first angle of the rotation of the rear wheel of the vehicle according to the driving parameters and the first correspondence, method 300 further includes: determining that the difference between the actual torque and target torque of the front axle of the vehicle is greater than or equal to a fourth threshold, and / or that the difference between the actual torque and target torque of the rear axle of the vehicle is greater than or equal to a fifth threshold.

[0141] Based on the above control method, by using the relationship between the difference between the actual torque and the target torque of the vehicle's front axle and the fourth threshold, and / or the relationship between the difference between the actual torque and the target torque of the vehicle's rear axle and the fifth threshold, it is possible to more accurately determine whether the vehicle is in a driving scenario, thereby facilitating the rapid determination of the first direction and the first angle, so as to avoid loss of control or deviation of the vehicle due to changes in the driving environment.

[0142] According to some embodiments, the environmental information acquired by the vehicle includes first road surface adhesion information, which includes a first adhesion coefficient and a second adhesion coefficient. The first adhesion coefficient is used to indicate the adhesion coefficient between the tires on the first side of the vehicle and the road surface, and the second adhesion coefficient is used to indicate the adhesion coefficient between the tires on the second side of the vehicle and the road surface. In step S302, before determining the first direction and first angle of the rear wheel rotation of the vehicle according to the driving parameters and the first correspondence, method 300 further includes: determining that the difference between the first adhesion coefficient and the second adhesion coefficient is greater than or equal to a sixth threshold.

[0143] Based on the above control method, by using the relationship between the difference between the first adhesion coefficient and the second adhesion coefficient and the sixth threshold, it is possible to more accurately determine whether the vehicle is in a two-way road scenario, thereby facilitating the rapid determination of the first direction and the first angle, and improving the safety and comfort of driving the vehicle in a two-way road scenario.

[0144] It should be noted that the above methods for determining whether a vehicle is in a two-way scenario can be applied individually or in combination. For an example of a combination application, please refer to method 700.

[0145] According to some embodiments, before step S303, method 300 further includes: determining that the rear-wheel steering function of the vehicle is activated.

[0146] Based on the above control method, when the rear-wheel steering function is active, the vehicle's rear wheels can be controlled to rotate in a first direction by a first angle according to driving parameters and a first correspondence. This avoids controlling the rear wheels to rotate when the rear-wheel steering function is not active. It prevents unnecessary rear-wheel steering adjustments caused by misoperation or system malfunction, reduces the risk of vehicle loss of control or abnormal handling, and thus improves overall driving safety.

[0147] Optionally, the activation of the turn control function can be indicated by the turn control activation flag. For example, when the turn control activation flag is 1, the turn control function is activated; when the turn control activation flag is 0, the turn control function is deactivated.

[0148] Optionally, such as Figure 6 As shown, when Figure 6 The rear wheel steering function can be determined to be active when at least one of the following conditions is met: (1) Split-wheel steering: in a split-wheel driving scenario; (2) Vehicle speed: vehicle speed within a certain range (e.g., 0 to 100 km / h); (3) Yaw: yaw error within a certain range (e.g., ±10 degrees / second); (4) Steering angle: steering wheel angle within a certain range (e.g., -100 to 100 degrees); (5) Steering speed: steering wheel speed within a certain range (e.g., -100 to 100 degrees / second); (6) Valid signal: signals corresponding to the driving parameters are all valid; (7) Fault degradation: no system fault (degradation); (8) Reactivation: more than a certain time has passed since the last time the rear wheel steering function was deactivated (e.g., 5 to 30 minutes); (9) Allowed activation: stability control mode is detected to be activated.

[0149] According to some embodiments, the driving parameters include: a target yaw rate of the vehicle, the target yaw rate being determined based on the steering wheel angle and vehicle speed. The method 300 further includes: determining a first control command based on the target yaw rate, a first direction, and a first angle. The first control command includes at least one of: a correction value for the target slip ratio, a slip ratio threshold correction value, and a lift torque correction value.

[0150] Based on the above control method, when the rear wheel steering function is activated, a first control command can be output based on the target yaw rate and the first control command, including the target slip ratio correction value, slip ratio threshold correction value, or lift torque correction value. This facilitates the ESC, TCS, and ABS to adjust the lift torque speed on the high adhesion side based on the first control command, or facilitates the DTC to adjust the recovery speed of the regenerative torque based on the first control command.

[0151] For example, the above steps can be executed by a functional interaction unit in the controller, which can interact with ESC, TCS, ABS, and DTC. Specifically, when the rear-wheel steering function is active in a split-wheel scenario, the larger the target yaw rate and the first turning angle, the larger the target slip ratio correction value and slip ratio threshold correction value of ESC, TCS, and ABS, and the faster the vehicle's high-adhesion torque is raised or lowered. On the other hand, when the rear-wheel steering function is active in a split-wheel scenario, the larger the target yaw rate and the rear turn angle, the greater the target slip ratio and the faster the recovery torque of DTC is.

[0152] According to some embodiments, before step S304, method 300 further includes: detecting that a first control mode of the vehicle is activated, wherein the vehicle is able to control the steering angle and direction of the rear wheels in the first control mode.

[0153] Optionally, the first control mode can also be called the stable control mode.

[0154] Figure 7 This is a schematic flowchart of a method for determining a split-drive scenario provided in an embodiment of this application. Method 700 can be divided into three rounds of split-drive scenario determination. When the conditions for all three rounds of split-drive scenario determination are met, it can be determined that the vehicle is in a split-drive scenario. The first round of determination includes steps S701 to S703, the second round of determination includes steps S711 to S713, and the third round of determination includes steps S721 to S723.

[0155] S701, obtains road type information and the adhesion coefficient of the road surface on both sides of the vehicle.

[0156] S702, determine whether the current road is a separated road surface.

[0157] For example, if the road type information indicates that the current road is a split road surface, step S703 can be performed; otherwise, method 700 can be terminated. A split road surface can refer to a road surface with different adhesion coefficients on both sides.

[0158] S703, determine whether the difference in the adhesion coefficients on both sides is greater than or equal to the threshold 1.

[0159] For example, threshold 1 can be the sixth threshold in method 300. When the difference between the attachment coefficients on both sides is greater than or equal to threshold 1, a second round of opening scenario judgment can be performed; otherwise, method 700 can be terminated.

[0160] S711 obtains the target torque and actual torque of the motor.

[0161] The target torque and actual torque of the motor may include: the target torque and actual torque of the front axle motor of the vehicle, and / or, the target torque and actual torque of the rear axle motor of the vehicle.

[0162] S712 determines the difference between the target torque and the actual torque.

[0163] For example, the difference between the target torque and the actual torque may include the difference between the target torque and the actual torque of the front axle motor, and / or the difference between the target torque and the actual torque of the rear axle motor.

[0164] S713, determine whether the difference between the target torque and the actual torque is greater than or equal to threshold 2.

[0165] Among them, threshold 2 can be the fourth threshold and the fifth threshold in method 300, and the values ​​of the fourth threshold and the fifth threshold can be the same.

[0166] For example, when the difference between the target torque and the actual torque of the front axle motor of the vehicle is greater than or equal to threshold 2, and / or when the difference between the target torque and the actual torque of the rear axle motor of the vehicle is greater than or equal to threshold 2, a third round of scenario judgment can be performed (i.e., the corresponding step is S723b); otherwise, method 700 can be terminated.

[0167] As another example, in order to ensure the accuracy of the split-drive scenario judgment, a third round of split-drive scenario judgment can also be performed when the difference between the target torque and the actual torque of the front axle motor of the vehicle is less than the threshold 2, and / or when the difference between the target torque and the actual torque of the rear axle motor of the vehicle is less than the threshold 2 (i.e., the corresponding step is S723a).

[0168] S721, obtain vehicle speed and wheel speed.

[0169] The wheel speed may include: the wheel speed of at least one wheel on the first side and the wheel speed of at least one wheel on the second side.

[0170] S722, determine the slip ratio of the wheels on both sides of the vehicle.

[0171] For example, the slip ratio of the wheels on both sides of a vehicle can be calculated based on the wheel speed and the vehicle speed.

[0172] S723a, determine whether the slip ratio on one side is greater than threshold 3, and whether the slip ratio on the other side is less than threshold 4.

[0173] S723b determines whether the slip ratio on one side is greater than threshold 5 and whether the slip ratio on the other side is less than threshold 6.

[0174] For example, if the conditions in step S723a or S723b are met, it can be confirmed that the vehicle is finally in a split-drive scenario.

[0175] Optionally, the thresholds 3 and 5 mentioned above can be the second thresholds in method 300, and the thresholds 4 and 6 can be the third thresholds in method 300. Further optionally, threshold 1 can be greater than threshold 2, and threshold 3 can be greater than threshold 4; the values ​​of threshold 1 and threshold 3, and threshold 2 and threshold 4 can be the same or different.

[0176] Based on the above-mentioned method for judging the driving scenario, three-wheel detection can more accurately determine whether a vehicle is in a driving scenario, thereby facilitating the quick determination of the rotation direction and angle of the vehicle's rear wheels, and improving the safety and comfort of driving the vehicle in driving scenarios with a driving scenario.

[0177] It should be understood that, in the various embodiments of this application, unless otherwise specified or in case of logical conflict, the terms and / or descriptions between the various embodiments are consistent and can be referenced by each other, and the technical features in different embodiments can be combined to form new embodiments according to their inherent logical relationships.

[0178] Figure 8 This is a schematic diagram of a control device provided in an embodiment of this application. The device 800 may include an acquisition unit 810, a storage unit 820, and a processing unit 830. The acquisition unit 810 is used to acquire instructions and / or data, the storage unit 820 is used to implement corresponding storage functions and store corresponding instructions and / or data, and the processing unit 830 is used to perform data processing so that the device 800 can implement the aforementioned control method.

[0179] According to some embodiments, the device 800 includes: an acquisition unit 810 and a processing unit 830; the acquisition unit 810 is used to acquire the driving parameters of the vehicle, the driving parameters including: first vehicle speed information, first slip ratio and second slip ratio, the first slip ratio being used to indicate the wheel slip ratio of a first side of the vehicle, and the second slip ratio being used to indicate the wheel slip ratio of a second side of the vehicle; the processing unit 830 is used to: when the first slip ratio is greater than the second slip ratio, and the difference between the first slip ratio and the second slip ratio is greater than a first threshold, determine a first direction and a first angle of rotation of the rear wheels of the vehicle according to the driving parameters and a first correspondence, the first correspondence including: the correspondence between the vehicle speed information and the difference in slip ratios of the wheels on both sides of the vehicle, and the rotation direction and rotation angle of the rear wheels of the vehicle; and control the rear wheels of the vehicle to rotate in the first direction by a first angle.

[0180] In one possible implementation, the first correspondence further includes: the correspondence between road surface adhesion information and the rotation direction and rotation angle of the vehicle's rear wheels; the acquisition unit 810 is also used to acquire environmental information around the vehicle, including the first road surface adhesion information on both sides of the vehicle; the processing unit 830 is also used to determine that the first slip ratio is greater than the second threshold and the second slip ratio is less than the third threshold; the processing unit 830 is specifically used to: determine the first direction and the first angle based on the driving parameters, environmental information and the first correspondence.

[0181] In one possible implementation, the first correspondence further includes: the correspondence between the vehicle's operating condition information and the rotation direction and rotation angle of the vehicle's rear wheels; the acquisition unit 810 is also used to acquire the vehicle's first operating condition information, which is used to indicate whether the vehicle is in a driving condition, braking condition, or recovery condition; the processing unit 830 is specifically used to determine the first direction and the first angle based on environmental information, driving parameters, the first operating condition information, and the first correspondence.

[0182] In one possible implementation, the driving parameters further include: the vehicle's target heading angle and actual heading angle, wherein the target heading angle is determined based on the steering wheel angle and heading coefficient; the processing unit 830 is specifically used to: determine a second direction and a second angle of the vehicle's rear wheel rotation based on the first vehicle speed information and a first correspondence; determine a third direction and a third angle of the vehicle's rear wheel rotation based on the difference between the actual heading angle and the target heading angle and the second correspondence, wherein the second correspondence includes the correspondence between the difference between the vehicle's target heading angle and the actual heading angle and the rotation direction and angle of the vehicle's rear wheel; and superimpose the second direction and the second angle with the third direction and the third angle to obtain a first direction and a first angle.

[0183] In one possible implementation, the driving parameters further include: the difference in motor torque on both sides of the vehicle and the difference in longitudinal force of the wheels; the processing unit 830 is specifically used to: determine the second direction and the second angle of the rear wheel rotation based on the first vehicle speed information and the first correspondence; determine the fourth direction and the fourth angle of the rear wheel rotation based on the motor torque difference, the longitudinal force difference, the wheel radius and the third correspondence, the third correspondence including the correspondence between the motor torque difference on both sides of the vehicle, the difference in longitudinal force of the wheels and the wheel radius, and the rotation direction and angle of the rear wheel; and superimpose the second direction and the second angle with the fourth direction and the fourth angle to obtain the first direction and the first angle.

[0184] In one possible implementation, the driving parameters further include: a target yaw rate and an actual yaw rate of the vehicle, wherein the target yaw rate is determined based on the steering wheel angle and vehicle speed; the processing unit 830 is specifically used to: determine a second direction and a second angle of the rear wheel rotation based on the first vehicle speed information and a first correspondence; if the difference between the target yaw rate and the actual yaw rate is greater than or equal to a preset value, determine a fifth direction and a fifth angle of the rear wheel rotation based on the difference between the target yaw rate and the actual yaw rate; and superimpose the second direction and the second angle with the fifth direction and the fifth angle to obtain a first direction and a first angle.

[0185] In one possible implementation, the driving parameters further include: the actual torque and target torque of the front axle of the vehicle, and the actual torque and target torque of the rear axle of the vehicle; the processing unit 830 is further configured to determine that the difference between the actual torque and target torque of the front axle of the vehicle is greater than or equal to a fourth threshold, and / or that the difference between the actual torque and target torque of the rear axle of the vehicle is greater than or equal to a fifth threshold.

[0186] In one possible implementation, the first road surface adhesion information includes: a first adhesion coefficient and a second adhesion coefficient, wherein the first adhesion coefficient is used to indicate the adhesion coefficient between the tires on the first side of the vehicle and the road surface, and the second adhesion coefficient is used to indicate the adhesion coefficient between the tires on the second side of the vehicle and the road surface; the processing unit 830 is further used to determine that the difference between the first adhesion coefficient and the second adhesion coefficient is greater than or equal to a sixth threshold.

[0187] In one possible implementation, the processing unit 830 determines that the rear-wheel steering function of the vehicle is activated.

[0188] In one possible implementation, the driving parameters include: a target yaw rate of the vehicle, which is determined based on the steering wheel angle and vehicle speed; the processing unit 830 is further configured to determine a first control command based on the target yaw rate, a first direction, and a first angle, the first control command including at least one of: a correction value for the target slip ratio, a slip ratio threshold correction value, and a lift torque correction value.

[0189] In one possible implementation, the processing unit 830 is also configured to detect that a first control mode of the vehicle is activated, in which the vehicle is able to control the steering angle and direction of the rear wheels.

[0190] Figure 9 This is a schematic diagram of another control device provided in an embodiment of this application.

[0191] The device 900 includes a memory 910, a processor 920, and a communication interface 930. The memory 910, processor 920, and communication interface 930 are connected via an internal connection path. The memory 910 stores instructions, and the processor 920 executes the instructions stored in the memory 910 to control the communication interface 930 to acquire information, thereby enabling the device 900 to implement the aforementioned control method. Optionally, the memory 910 can be coupled to the processor 920 via an interface, or it can be integrated with the processor 920.

[0192] It should be noted that the communication interface 930 described above uses a transceiver device, such as, but not limited to, a transceiver. The communication interface 930 may also include an input / output interface.

[0193] The processor 920 stores one or more computer programs, which include instructions. When the instructions are executed by the processor 920, the control device 900 performs the control methods described in the above embodiments.

[0194] In implementation, each step of the above method can be completed by the integrated logic circuitry of the hardware in the processor 920 or by instructions in software form. The method disclosed in the embodiments of this application can be directly implemented by the hardware processor, or by a combination of hardware and software modules in the processor. The software modules can reside in random access memory, flash memory, read-only memory, programmable read-only memory, electrically erasable programmable memory, registers, or other mature storage media in the art. This storage medium is located in memory 910, and the processor 920 reads the information in memory 910 and, in conjunction with its hardware, completes the steps of the above method. To avoid repetition, detailed descriptions are not provided here.

[0195] Optionally, Figure 9The memory 910 in the middle can achieve Figure 8 Storage unit 820 in the middle, Figure 9 The processor 920 in the middle can achieve Figure 8 The processing unit 830 in the middle, Figure 9 The communication interface 930 in the middle can achieve Figure 8 The acquisition unit 810 in the middle.

[0196] This application also provides a computer-readable storage medium storing program code that, when executed on a computer, causes the computer to perform the above-described... Figures 3 to 7 The method shown in any one of them.

[0197] This application also provides a computer program product, which includes a computer program that, when run, causes the computer to perform the above-described actions. Figures 3 to 7 The method shown in any one of them.

[0198] This application embodiment also provides a chip, including: a circuit, the circuit being used to perform the above... Figures 3 to 7 The method shown in any one of them.

[0199] This application embodiment also provides a vehicle, the vehicle comprising: as follows Figure 8 or Figure 9 The control device shown.

[0200] Those skilled in the art will recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0201] Those skilled in the art will understand that, for the sake of convenience and brevity, the specific working processes of the systems, devices, and units described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here.

[0202] In the several embodiments provided in this application, it should be understood that the disclosed systems, apparatuses, and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between apparatuses or units may be electrical, mechanical, or other forms.

[0203] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0204] In addition, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit.

[0205] If the aforementioned functions are implemented as software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or a portion of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0206] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A control method, characterized in that, The method includes: The vehicle's driving parameters are obtained, including: first vehicle speed information, first slip ratio and second slip ratio, wherein the first slip ratio is used to indicate the wheel slip ratio on the first side of the vehicle and the second slip ratio is used to indicate the wheel slip ratio on the second side of the vehicle. When the first slip ratio is greater than the second slip ratio, and the difference between the first slip ratio and the second slip ratio is greater than a first threshold, the first direction and first angle of the rear wheel rotation of the vehicle are determined according to the driving parameters and the first correspondence. The first correspondence includes: the correspondence between the vehicle speed information and the difference in slip ratio between the two wheels of the vehicle, and the rotation direction and rotation angle of the rear wheel of the vehicle. Control the rear wheels of the vehicle to rotate in the first direction by the first angle.

2. The method as described in claim 1, characterized in that, The first correspondence also includes: the correspondence between road surface adhesion information and the rotation direction and rotation angle of the vehicle's rear wheels; Before determining the first direction and first angle of rotation of the vehicle's rear wheels based on the driving parameters and the first correspondence, the method further includes: Acquire environmental information surrounding the vehicle, including first road surface attachment information on both sides of the vehicle; It is determined that the first slip ratio is greater than the second threshold, and the second slip ratio is less than the third threshold; Determining the first direction and first angle of rotation of the vehicle's rear wheels based on the driving parameters and the first correspondence includes: The first direction and the first angle are determined based on the driving parameters, the environmental information, and the first correspondence.

3. The method as described in claim 1 or 2, characterized in that, The first correspondence also includes: the correspondence between the vehicle's operating condition information and the rotation direction and rotation angle of the vehicle's rear wheels; Before determining the first direction and first angle of rotation of the vehicle's rear wheels based on the driving parameters and the first correspondence, the method further includes: Obtain first operating condition information of the vehicle, wherein the first operating condition information is used to indicate whether the vehicle is in driving condition, braking condition or regenerative braking condition; Determining the first direction and first angle of rotation of the vehicle's rear wheels based on the driving parameters and the first correspondence includes: The first direction and the first angle are determined based on the driving parameters, the first operating condition information, and the first correspondence.

4. The method according to any one of claims 1 to 3, characterized in that, The driving parameters also include: the target heading angle and the actual heading angle of the vehicle, wherein the target heading angle is determined based on the steering wheel angle and the heading coefficient; Determining the first direction and first angle of rotation of the vehicle's rear wheels based on the driving parameters and the first correspondence includes: Based on the first vehicle speed information and the first correspondence, the second direction and the second angle of rotation of the rear wheels of the vehicle are determined; Based on the difference between the actual heading angle and the target heading angle and the second correspondence, the third direction and third angle of the vehicle's rear wheel rotation are determined. The second correspondence includes the correspondence between the difference between the vehicle's target heading angle and the actual heading angle and the rotation direction and angle of the vehicle's rear wheel. The second direction and the second angle are superimposed with the third direction and the third angle to obtain the first direction and the first angle.

5. The method according to any one of claims 1 to 4, characterized in that, The driving parameters also include: the difference in motor torque on both sides of the vehicle and the difference in longitudinal force of the wheels; Determining the first direction and first angle of rotation of the vehicle's rear wheels based on the driving parameters and the first correspondence includes: Based on the first vehicle speed information and the first correspondence, the second direction and the second angle of rotation of the rear wheels of the vehicle are determined; Based on the motor torque difference, the longitudinal force difference, the wheel radius, and the third correspondence, the fourth direction and fourth angle of the vehicle's rear wheel rotation are determined. The third correspondence includes the correspondence between the motor torque difference on both sides of the vehicle, the longitudinal force difference of the wheels, and the wheel radius, and the rotation direction and angle of the vehicle's rear wheel. The second direction and the second angle are superimposed with the fourth direction and the fourth angle to obtain the first direction and the first angle.

6. The method according to any one of claims 1 to 5, characterized in that, The driving parameters also include: the target yaw rate and the actual yaw rate of the vehicle, wherein the target yaw rate is determined based on the steering wheel angle and the vehicle speed; Determining the first direction and first angle of rotation of the vehicle's rear wheels based on the driving parameters and the first correspondence includes: Based on the first vehicle speed information and the first correspondence, the second direction and the second angle of rotation of the rear wheels of the vehicle are determined; If the difference between the target yaw rate and the actual yaw rate is greater than or equal to a preset value, the fifth direction and the fifth angle of the vehicle's rear wheel rotation are determined based on the difference between the target yaw rate and the actual yaw rate. The second direction and the second angle are superimposed with the fifth direction and the fifth angle to obtain the first direction and the first angle.

7. The method according to any one of claims 1 to 6, characterized in that, The driving parameters further include: the actual torque and target torque of the front axle of the vehicle, and the actual torque and target torque of the rear axle of the vehicle. Before determining the first direction and first angle of rotation of the rear wheels of the vehicle based on the driving parameters and the first correspondence, the method further includes: The difference between the actual torque and the target torque of the front axle of the vehicle is determined to be greater than or equal to a fourth threshold, and / or the difference between the actual torque and the target torque of the rear axle of the vehicle is greater than or equal to a fifth threshold.

8. The method as described in claim 2, characterized in that, The first road surface adhesion information includes: a first adhesion coefficient and a second adhesion coefficient, wherein the first adhesion coefficient indicates the adhesion coefficient between the tires on the first side of the vehicle and the road surface, and the second adhesion coefficient indicates the adhesion coefficient between the tires on the second side of the vehicle and the road surface. Before determining the first direction and first angle of rotation of the vehicle's rear wheels based on the driving parameters and the first correspondence, the method further includes: The difference between the first adhesion coefficient and the second adhesion coefficient is determined to be greater than or equal to the sixth threshold.

9. The method according to any one of claims 1 to 8, characterized in that, Before controlling the rear wheels of the vehicle to rotate in the first direction by the first angle, the method further includes: It is determined that the rear-wheel steering function of the vehicle is activated.

10. The method as described in claim 9, characterized in that, The driving parameters also include: the target yaw rate of the vehicle, which is determined based on the steering wheel angle and the vehicle speed; the method further includes: Based on the target yaw rate, the first direction, and the first angle, a first control command is determined. The first control command includes at least one of the following: a target slip ratio correction value, a slip ratio threshold correction value, and a lifting torque correction value.

11. The method according to any one of claims 1 to 10, characterized in that, Before controlling the rear wheels of the vehicle to rotate in the first direction by the first angle, the method further includes: The first control mode of the vehicle is detected to be activated, and the vehicle is able to control the steering angle and direction of the rear wheels in the first control mode.

12. A control device, characterized in that, The device includes: an acquisition unit and a processing unit; The acquisition unit is used to acquire the vehicle's driving parameters, which include: first vehicle speed information, first slip ratio and second slip ratio, wherein the first slip ratio is used to indicate the wheel slip ratio on the first side of the vehicle and the second slip ratio is used to indicate the wheel slip ratio on the second side of the vehicle. The processing unit is used for: When the first slip ratio is greater than the second slip ratio, and the difference between the first slip ratio and the second slip ratio is greater than a first threshold, the first direction and first angle of the rear wheel rotation of the vehicle are determined according to the driving parameters and the first correspondence. The first correspondence includes: the correspondence between the vehicle speed information and the difference in slip ratio between the two wheels of the vehicle, and the rotation direction and rotation angle of the rear wheel of the vehicle. Control the rear wheels of the vehicle to rotate in the first direction by the first angle.

13. The apparatus as claimed in claim 12, characterized in that, The first correspondence also includes: the correspondence between road surface adhesion information and the rotation direction and rotation angle of the vehicle's rear wheels; The acquisition unit is also used to acquire environmental information around the vehicle, including first road surface attachment information on both sides of the vehicle. The processing unit is further configured to determine that the first slip ratio is greater than the second threshold and the second slip ratio is less than the third threshold; The processing unit is specifically used for: The first direction and the first angle are determined based on the driving parameters, the environmental information, and the first correspondence.

14. The apparatus as claimed in claim 12 or 13, characterized in that, The first correspondence also includes: the correspondence between the vehicle's operating condition information and the rotation direction and rotation angle of the vehicle's rear wheels; The acquisition unit is further configured to acquire first operating condition information of the vehicle, the first operating condition information being used to indicate that the vehicle is in driving condition, braking condition or recovery condition. The processing unit is specifically used to determine the first direction and the first angle based on the environmental information, the driving parameters, the first operating condition information, and the first correspondence.

15. The apparatus as claimed in any one of claims 12 to 14, characterized in that, The driving parameters also include: the target heading angle and the actual heading angle of the vehicle, wherein the target heading angle is determined based on the steering wheel angle and the heading coefficient; The processing unit is specifically used for: Based on the first vehicle speed information and the first correspondence, the second direction and the second angle of rotation of the rear wheels of the vehicle are determined; Based on the difference between the actual heading angle and the target heading angle and the second correspondence, the third direction and third angle of the vehicle's rear wheel rotation are determined. The second correspondence includes the correspondence between the difference between the vehicle's target heading angle and the actual heading angle and the rotation direction and angle of the vehicle's rear wheel. The second direction and the second angle are superimposed with the third direction and the third angle to obtain the first direction and the first angle.

16. The apparatus as claimed in any one of claims 12 to 15, characterized in that, The driving parameters also include: the difference in motor torque on both sides of the vehicle and the difference in longitudinal force of the wheels; The processing unit is specifically used for: Based on the first vehicle speed information and the first correspondence, the second direction and the second angle of rotation of the rear wheels of the vehicle are determined; Based on the motor torque difference, the longitudinal force difference, the wheel radius, and the third correspondence, the fourth direction and fourth angle of the vehicle's rear wheel rotation are determined. The third correspondence includes the correspondence between the motor torque difference on both sides of the vehicle, the longitudinal force difference of the wheels, and the wheel radius, and the rotation direction and angle of the vehicle's rear wheel. The second direction and the second angle are superimposed with the fourth direction and the fourth angle to obtain the first direction and the first angle.

17. The apparatus as claimed in any one of claims 12 to 16, characterized in that, The driving parameters also include: the target yaw rate and the actual yaw rate of the vehicle, wherein the target yaw rate is determined based on the steering wheel angle and the vehicle speed; The processing unit is specifically used for: Based on the first vehicle speed information and the first correspondence, the second direction and the second angle of rotation of the rear wheels of the vehicle are determined; If the difference between the target yaw rate and the actual yaw rate is greater than or equal to a preset value, the fifth direction and the fifth angle of the vehicle's rear wheel rotation are determined based on the difference between the target yaw rate and the actual yaw rate. The second direction and the second angle are superimposed with the fifth direction and the fifth angle to obtain the first direction and the first angle.

18. The apparatus as claimed in any one of claims 12 to 17, characterized in that, The driving parameters also include: the actual torque and target torque of the front axle of the vehicle, and the actual torque and target torque of the rear axle of the vehicle; The processing unit is further configured to determine that the difference between the actual torque and the target torque of the front axle of the vehicle is greater than or equal to a fourth threshold, and / or that the difference between the actual torque and the target torque of the rear axle of the vehicle is greater than or equal to a fifth threshold.

19. The apparatus as claimed in any one of claims 12 to 18, characterized in that, The first road surface adhesion information includes: a first adhesion coefficient and a second adhesion coefficient, wherein the first adhesion coefficient is used to indicate the adhesion coefficient between the tires on the first side of the vehicle and the road surface, and the second adhesion coefficient is used to indicate the adhesion coefficient between the tires on the second side of the vehicle and the road surface; The processing unit is further configured to determine that the difference between the first adhesion coefficient and the second adhesion coefficient is greater than or equal to a sixth threshold.

20. The apparatus as claimed in any one of claims 12 to 19, characterized in that, The processing unit determines that the rear-wheel steering function of the vehicle is activated.

21. The apparatus as claimed in claim 20, characterized in that, The driving parameters include: the target yaw rate of the vehicle, which is determined based on the steering wheel angle and the vehicle speed; The processing unit is further configured to determine a first control command based on the target yaw rate, the first direction, and the first angle. The first control command includes at least one of the following: a target slip ratio correction value, a slip ratio threshold correction value, and a lifting torque correction value.

22. The apparatus as claimed in any one of claims 12 to 21, characterized in that, The processing unit is also configured to detect that the first control mode of the vehicle is activated, and the vehicle is able to control the steering angle and direction of the rear wheels in the first control mode.

23. A control device, characterized in that, The device includes a processor and a memory, the processor being coupled to the memory, the memory being used to store computer programs or instructions, and the processor being used to execute the computer programs or instructions in the memory, such that the method of any one of claims 1 to 11 is performed.

24. A chip, characterized in that, The chip includes circuitry for performing the method as described in any one of claims 1 to 11.

25. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores program code that, when executed on a computer, causes the computer to perform the method as described in any one of claims 1 to 11.

26. A computer program product, characterized in that, The computer product includes a computer program that, when run, causes the computer to perform the method as described in any one of claims 1 to 11.

27. A vehicle, characterized in that, Includes the control device as described in any one of claims 12 to 23.

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