Four-wheel alignment electric adjustment method, vehicle and storage medium

Abstract

The present application relates to the field of vehicle wheel camber angle adjustment, and discloses a four-wheel alignment electric adjustment method, a vehicle and a storage medium, wherein the four-wheel alignment electric adjustment method is applied to a vehicle with four wheels each provided with a steering motor, and the four steering motors are configured to be able to independently steer, and the four-wheel alignment electric adjustment method comprises: acquiring a current driving condition and an actual toe angle of the vehicle; acquiring a toe angle target value and a preset deviation threshold of the vehicle wheel according to the driving condition; calculating a deviation amount of the actual toe angle and the toe angle target value; judging whether the deviation amount is greater than the preset deviation threshold; and when the deviation amount is greater than the preset deviation threshold, controlling the plurality of steering motors to steer according to the toe angle target value respectively, so that the present application can compensate for the toe deviation caused by component deformation and loosening in real time, and can actively optimize the toe setting according to different driving conditions of the vehicle.

Description

Technical Field

[0001] This invention relates to the field of wheel camber adjustment, and more particularly to a four-wheel alignment electric adjustment method, a vehicle, and a storage medium. Background Technology

[0002] The toe angle, a key parameter in vehicle four-wheel alignment, is crucial for ensuring stable straight-line driving and good handling. To eliminate the adverse effects of wheel camber, toe adjustment ensures that the distance between the front edges of the two wheels is less than the distance between their rear edges; the difference between these two distances is the toe value.

[0003] Currently, vehicle toe-in adjustment generally uses a mechanical threaded adjustment method, which includes a long rod, a short rod, and a long hexagonal nut. The two ends of the long hexagonal nut are threaded to the ends of the long and short rods, respectively, and are locked in place by a locking nut. As the long hexagonal nut rotates, the length of the entire control rod changes accordingly, thus achieving toe-in adjustment. In addition, for rear wheel toe-in adjustment, mechanical eccentric adjustment structures such as cam bases and eccentric shafts with discs have emerged. These structures change the toe-in value by rotating the eccentric shaft to move the adjusting rod.

[0004] However, in this type of mechanical threaded adjustment method, the threaded locking nut is prone to loosening due to repeated tire vibrations during vehicle operation, leading to excessive toe-in and ultimately causing abnormal tire wear and tire failure. Furthermore, this method only allows for a one-time four-wheel alignment adjustment during assembly or maintenance, and once determined, it remains unchanged indefinitely. However, during vehicle use, the four-wheel alignment parameters dynamically change due to factors such as fatigue creep of the suspension bushings, cumulative deformation of the chassis suspension and steering components, and sensor drift. Traditional solutions cannot compensate for this, resulting in uneven tire wear and decreased handling performance. Therefore, a more flexible four-wheel alignment adjustment method is urgently needed. Summary of the Invention

[0005] The present invention aims to solve the technical problems existing in the above-mentioned background art, and proposes a four-wheel alignment electric adjustment method, a vehicle and a storage medium.

[0006] According to a first aspect of the present invention, a four-wheel alignment electric adjustment method is applied to a vehicle in which each of the four wheels is equipped with a steering motor, wherein each of the four steering motors is configured to steer independently. The four-wheel alignment electric adjustment method includes: Obtain the current driving conditions and actual toe angle of the vehicle; The target value of the wheel's toe angle and the preset deviation threshold are obtained based on the driving conditions. Calculate the deviation between the actual toe angle and the target toe angle value; Determine whether the deviation is greater than the preset deviation threshold; When the deviation is greater than the preset deviation threshold, the multiple steering motors are controlled to steer according to the target toe angle value.

[0007] This technical solution has at least the following beneficial effects: In a vehicle equipped with four independent steering motors, when four-wheel alignment adjustment is required, the current driving conditions of the vehicle and the actual toe angle of each wheel are obtained. Then, the target toe angle value under the corresponding driving conditions is queried or calculated, and an allowable preset deviation threshold is obtained. Next, the deviation between the actual toe angle and the target value is calculated, and it is determined whether the deviation exceeds the preset threshold. When the deviation exceeds the preset deviation threshold, the four steering motors are controlled to act independently according to the target toe angle value, driving the wheels to steer until the actual toe angle converges within the range of the target toe angle value. This can compensate for toe deviation caused by component deformation or loosening in real time, and can actively optimize the toe setting according to different driving conditions of the vehicle, thereby effectively reducing the problems of abnormal tire wear and handling performance degradation caused by fixed four-wheel alignment parameters, which is conducive to realizing intelligent and active maintenance of chassis performance.

[0008] According to some embodiments of the present invention, controlling the plurality of steering motors to steer according to the target toe angle value includes: Determine whether the driving condition belongs to a preset wheel posture switching condition; When the driving condition is a preset wheel posture switching condition, the wheels located on the left and right sides are controlled to rotate in opposite directions.

[0009] According to some embodiments of the present invention, the preset wheel posture switching condition includes one of high-speed cruising, low-speed steering, or emergency braking. Determining whether the driving condition belongs to the preset wheel posture switching condition includes: Determine whether the driving condition belongs to one of the following: high-speed cruise state, low-speed steering state, or emergency braking state.

[0010] According to some embodiments of the present invention, when the driving condition is the high-speed cruise state, controlling the wheels located on the left and right sides to rotate in opposite directions includes: The left wheel and the right wheel are controlled to rotate toward the longitudinal centerline of the vehicle.

[0011] According to some embodiments of the present invention, when the driving condition is the low-speed steering state, controlling the wheels located on the left and right sides to rotate in opposite directions includes: The left wheel and the right wheel are controlled to rotate in a direction away from the longitudinal centerline of the vehicle.

[0012] According to some embodiments of the present invention, when the driving condition is the emergency braking state, controlling the wheels located on the left and right sides to rotate in opposite directions includes: The left wheel and the right wheel are controlled to rotate toward the longitudinal centerline of the vehicle.

[0013] According to some embodiments of the present invention, the four-wheel alignment electric adjustment method further includes: Determine if any of the steering motors is unable to steer; When a single steering motor fails to turn, the remaining steering motors are controlled to continue turning, and another steering motor located on the same side as the steering motor that fails to turn is controlled to indirectly compensate through angle compensation and differential drive torque distribution.

[0014] According to some embodiments of the present invention, the four-wheel alignment electric adjustment method further includes: After completing the steering adjustment of multiple steering motors, the final adjustment amount is stored in non-volatile memory; When the vehicle is started again, the adjustment amount is read from and recalled from the non-volatile memory to serve as a reference for the next round of rotation adjustment.

[0015] According to a second aspect of the present invention, a vehicle includes a memory, a processor, and a program stored in the memory and executable on the processor, wherein the program, when executed by the processor, implements the above-described four-wheel alignment electric adjustment method.

[0016] This technical solution has at least the following beneficial effects: When the vehicle is running, the processor executes the four-wheel alignment electric adjustment method stored in the memory, thereby collecting data in real time, judging the working condition, calculating the deviation, executing control logic including attitude switching and fault tolerance, and realizing the dynamic adjustment of four-wheel alignment by driving each steering motor. In this way, it can compensate for the toe deviation caused by component deformation and loosening in real time, and can actively optimize the toe setting according to different driving conditions of the vehicle, thereby effectively reducing the problems of abnormal tire wear and handling performance degradation caused by fixed four-wheel alignment parameters, which is conducive to realizing the intelligent and active maintenance of chassis performance.

[0017] According to a third aspect of the present invention, a computer-readable storage medium stores computer-executable instructions for causing a computer to perform the above-described four-wheel alignment electric adjustment method.

[0018] The technical solution has at least the following beneficial effects: the above-mentioned four-wheel alignment electric adjustment method can be implemented as a computer program and tangibly contained in a computer-readable storage medium. When the processor uses this computer-readable storage medium to implement the four-wheel alignment electric adjustment method, it can compensate for the toe deviation caused by component deformation and loosening in real time, and can actively optimize the toe setting according to different vehicle driving conditions, thereby effectively reducing the problems of abnormal tire wear and handling performance degradation caused by fixed four-wheel alignment parameters, which is conducive to realizing intelligent and active maintenance of chassis performance.

[0019] Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0020] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the description of the embodiments will be briefly explained below. Obviously, the described drawings are only a part of the embodiments of the present invention, and not all of them. Those skilled in the art can obtain other design schemes and drawings based on these drawings without creative effort.

[0021] Figure 1 This is a flowchart of the electric adjustment method for four-wheel alignment of the present invention.

[0022] Figure 2 This is a flowchart of the present invention, which controls multiple steering motors to steer according to the target toe angle value.

[0023] Figure 3 This is a flowchart of the four-wheel alignment fault-tolerant control of the present invention. Detailed Implementation

[0024] Embodiments of the present invention are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and should not be construed as limiting the present invention.

[0025] In the description of this invention, it should be understood that the orientation descriptions, such as up, down, front, back, left, right, etc., are based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limiting this invention.

[0026] In the description of this invention, "several" means one or more, "more than" means two or more, "greater than," "less than," and "exceeding" are understood to exclude the stated number, while "above," "below," and "within" are understood to include the stated number. The use of "first" and "second" in the description is merely for distinguishing technical features and should not be construed as indicating or implying relative importance, or implicitly indicating the number of indicated technical features, or implicitly indicating the order of the indicated technical features.

[0027] In the description of this invention, unless otherwise explicitly defined, terms such as "set up," "install," and "connect" should be interpreted broadly, and those skilled in the art can reasonably determine the specific meaning of the above terms in this invention in conjunction with the specific content of the technical solution.

[0028] Reference Figure 1 According to a first aspect of the present invention, a four-wheel alignment electric adjustment method is applied to a vehicle in which each of the four wheels is equipped with a steering motor, and the four steering motors are configured to steer independently. In addition, wheel-side angle sensors are respectively configured at the four wheels to collect the actual toe angle, camber angle and other four-wheel alignment parameters of the wheels in real time, and send the collected signals to the central controller. The central controller is connected to the distributed steering actuator assembly and the four-wheel alignment sensor module through the vehicle bus, and is used to receive the toe angle signal and vehicle status signal collected by the sensors, and to perform toe angle calculation, deviation judgment and control command generation. The vehicle is also equipped with a vehicle speed sensor, a yaw rate sensor, a steering wheel angle sensor and an acceleration sensor to collect vehicle driving status information and provide the working condition identification basis required for dynamic adjustment of the toe angle.

[0029] Four-wheel alignment electric adjustment method, such as Figure 1 As shown, including but not limited to the following steps: Step S100: Obtain the vehicle's current driving conditions and actual toe angle. During vehicle operation, the four wheel-side angle sensors collect the actual toe angle signal of each wheel in real time and upload it to the central controller via the vehicle bus.

[0030] Step S200: Obtain the target toe angle value and preset deviation threshold of the wheels based on the driving conditions. The adjustment amount saved by the central controller before the vehicle is powered off and the actual adjustment amount of the steering motor are stored and automatically saved after power-off, and directly recalled as the permanent toe adjustment value upon the next power-on. At the same time, the system determines the allowable deviation amount, i.e., the preset deviation threshold, based on the current driving conditions.

[0031] Step S300: Calculate the deviation between the actual toe angle and the target toe angle value. The central controller compares the actual toe angle of each wheel with the target toe angle value under the current driving conditions and calculates the deviation.

[0032] Step S400: Determine whether the deviation is greater than the preset deviation threshold.

[0033] When the deviation exceeds the preset deviation threshold, in step S500, multiple steering motors are controlled to steer according to the target toe angle value.

[0034] As described above, in a vehicle equipped with four independent steering motors, when four-wheel alignment adjustment is required, the current driving conditions of the vehicle and the actual toe angle of each wheel are obtained. Then, the target toe angle value under the corresponding driving conditions is queried or calculated, and an allowable preset deviation threshold is obtained. Next, the deviation between the actual toe angle and the target value is calculated, and it is determined whether the deviation exceeds the preset threshold. When the deviation exceeds the preset deviation threshold, the four steering motors are controlled to act independently according to the target toe angle value, driving the wheels to steer until the actual toe angle converges within the range of the target toe angle value. This can compensate for toe deviation caused by component deformation or loosening in real time, and can actively optimize the toe setting according to different driving conditions of the vehicle, thereby effectively reducing the problems of abnormal tire wear and handling performance degradation caused by fixed four-wheel alignment parameters, which is conducive to realizing intelligent and active maintenance of chassis performance.

[0035] In step S500, multiple steering motors are controlled to steer according to the target toe angle value, such as... Figure 2 As shown, including but not limited to the following steps: Step S510: Determine whether the driving condition belongs to the preset wheel posture switching condition. When the driving condition is a preset wheel posture switching condition, proceed to step S520, and control the wheels on the left and right sides to rotate in opposite directions respectively. At this time, it is necessary to change the target value of the toe angle. The whole vehicle no longer pursues the centering of the toe angle of each wheel, but controls the wheels on the left and right sides to deflect symmetrically in opposite directions, so that the wheel posture is outward or inward, in order to obtain the optimal dynamic performance under different driving conditions.

[0036] When the driving conditions do not fall under the preset wheel attitude switching conditions, control each wheel to continue steering according to the target toe angle value.

[0037] In step S510, the preset wheel attitude switching conditions include one of the following: high-speed cruising state, low-speed steering state, or emergency braking state. Determining whether the driving condition belongs to the preset wheel attitude switching conditions includes, but is not limited to, the following steps: Step S511: Determine whether the driving condition is one of high-speed cruise, low-speed steering, or emergency braking. Determining whether it is in high-speed cruise is primarily based on vehicle speed and steering wheel angle. Specifically, when the vehicle speed exceeds a preset speed (e.g., over 80 km / h) and the steering wheel angle is close to zero or the change in angle is below a set threshold, the vehicle is determined to be in high-speed cruise. Determining whether it is in low-speed steering is primarily based on vehicle speed and steering wheel angle. Specifically, when the vehicle speed is below a preset speed (e.g., below 40 km / h) and the steering wheel angle exceeds a set threshold, the vehicle is determined to be in low-speed steering. Determining whether it is in emergency braking is primarily based on the brake pedal signal or vehicle deceleration signal. Specifically, when the brake pedal signal or vehicle deceleration signal exceeds a preset braking threshold, the vehicle is determined to be in emergency braking.

[0038] When the driving condition is high-speed cruising, in step S520, the wheels located on the left and right sides are controlled to rotate in opposite directions, including but not limited to the following steps: In step S521, control the left and right wheels to rotate towards the longitudinal centerline of the vehicle. The left and right front wheels rotate inward by a preset angle, for example, between 0.1° and 0.5°, and the left and right rear wheels also rotate inward by a preset angle, forming a V-shaped stance that is narrower at the front and narrower at the rear. This V-shaped stance increases the lateral stiffness of the tires at the contact patch, significantly improving the vehicle's resistance to crosswinds and lateral road surface excitation at high speeds, thus enhancing straight-line stability.

[0039] When the driving condition is a low-speed steering state, in step S520, the wheels located on the left and right sides are controlled to rotate in opposite directions, including but not limited to the following steps: In step S522, the left and right wheels are controlled to rotate in a direction away from the vehicle's longitudinal centerline. The left and right front wheels rotate outwards by a preset angle, and the left and right rear wheels rotate outwards synchronously by a preset angle, for example, between 0.1° and 0.5°, forming a wider front and wider rear overall V-shape. This V-shape increases the lateral force saturation margin of the wheels, allowing the front wheels to provide greater lateral force to respond to steering demands and improving responsiveness during low-speed, large-angle turns.

[0040] When the driving condition is an emergency braking state, in step S520, the wheels located on the left and right sides are controlled to rotate in opposite directions, including but not limited to the following steps: Step S523: Control the left and right wheels to rotate towards the longitudinal centerline of the vehicle. The left and right front wheels rotate inward by a preset angle, for example, between 0.1° and 0.5°, and the left and right rear wheels also rotate inward by a preset angle, forming a V-shaped posture that is narrower at the front and narrower at the rear. This increases the lateral force on the left and right tires to help maintain vehicle stability and effectively reduces unstable yaw caused by emergency braking.

[0041] The electric adjustment method for four-wheel alignment can also perform fault-tolerant control of four-wheel alignment, specifically, such as... Figure 3 As shown, it also includes, but is not limited to, the following steps: Step S610: Determine if there is a single steering motor that cannot steer.

[0042] When a single steering motor fails to steer, in step S620, the remaining multiple steering motors are controlled to continue steering, and another steering motor located on the same side as the steering motor that fails to steer is controlled to indirectly compensate through angle compensation and differential drive torque distribution.

[0043] In this four-wheel alignment fault-tolerant control system, when a failure is detected in the right rear wheel steering motor, preventing it from executing toe-in adjustment commands, the central controller immediately activates the four-wheel alignment fault-tolerant control strategy: it continues to utilize the left front, right front, and left rear wheels to perform their respective toe-in adjustment tasks normally; simultaneously, based on the vehicle's attitude and dynamics model, it indirectly compensates for the parameter deviations caused by the right rear wheel failure through left rear wheel steering angle compensation and differential drive torque distribution. Thus, in the extreme case of a steering motor failure or complete malfunction, by mobilizing other remaining steering motors within the system, it maximizes the vehicle's straight-line stability and basic controllability, thereby improving overall driving safety.

[0044] The electric adjustment method for four-wheel alignment also includes, but is not limited to, the following steps: Step S710: After completing the steering adjustment of multiple steering motors, the final adjustment amount is stored in the non-volatile memory. At the end of each driving cycle, the toe-in adjustment amount of each wheel that finally stabilizes during the current adjustment process, that is, the steering motor steering adjustment amount relative to the mechanical zero position, is stored in the non-volatile memory.

[0045] In step S720, when the vehicle is started again, the adjustment amount is read from the non-volatile memory and retrieved as a reference for the new round of rotational adjustment. When the vehicle is started again, the system reads these historical adjustment amounts from the memory and uses them as the initial reference value for the new adjustment cycle, instead of starting from the theoretical zero position.

[0046] This method enables vehicles to dynamically adjust to their own characteristics, better adapting to problems caused by minor permanent deformations of various components due to long-term use. It also allows for the accumulation of experience and personalized calibration of chassis performance. As the frequency of vehicle use increases, its positioning benchmark becomes increasingly closer to its actual condition, thus transcending the limitations of factory calibration parameters and better maintaining optimal driving performance.

[0047] In addition, during vehicle operation, the central controller can periodically control each steering motor to perform micro-sweep drive, and compensate for the zero drift error of the sensors by comparing the response differences of the front and rear wheel steering angle sensors, thus maintaining the long-term accuracy of the toe angle measurement.

[0048] Therefore, this four-wheel alignment electric adjustment method can achieve real-time online dynamic adjustment. By integrating toe adjustment with the actuator of the distributed steering system, and utilizing the independent steering capabilities of the front and rear wheels, online real-time dynamic adjustment of the toe angle of all four wheels is achieved throughout the vehicle's entire lifecycle. When wheel alignment parameters drift due to factors such as suspension bushing creep, chassis structural component deformation, or sensor drift, the system can automatically detect the deviation and actively compensate for it, ensuring that the four-wheel alignment parameters are always within the design optimal range.

[0049] By replacing manual operation with electric automatic adjustment, the toe-in adjustment time for a single vehicle can be reduced to a few seconds during production, significantly improving the cycle time of four-wheel alignment on the production line. Simultaneously, the sensor-based closed-loop feedback adjustment method ensures high adjustment accuracy at the ±0.02° level, guaranteeing the consistency and stability of the adjustment results and significantly improving production efficiency and adjustment precision.

[0050] The distributed steering actuator is electrically driven. After the drive motor completes the toe adjustment, it can maintain the toe angle position by storing data in the motor software. It does not rely on any mechanical locking nuts, which helps to solve the problem of toe failure caused by vibration, mud and water corrosion, and external impact in traditional solutions. It also better reduces and eliminates the risk of mechanical loosening failure.

[0051] By centrally coordinating the steering actuators of the front and rear wheels, the system places the toe-in adjustment of the front and rear wheels under a unified optimization framework. The system can not only dynamically adjust the toe-in angle of each wheel according to driving conditions, but also optimally allocate the target toe-in value of each wheel through a closed-loop model, thereby achieving coordinated optimization of the toe-in of the four wheels and thus comprehensively optimizing the overall vehicle dynamics performance.

[0052] Utilizing the independent controllability of each wheel in a distributed steering vehicle, the steering angles of the left and right front wheels are controlled separately to create symmetrical and opposite deflection angles relative to the vehicle's longitudinal centerline. This allows for active switching and real-time adjustment of either an inward (front wheel tucks in) or outward (front wheel flares out) stance. An inward stance improves stability during high-speed straight-line driving, while an outward stance enhances grip during low-speed cornering and braking stability during rapid deceleration.

[0053] By establishing an online calibration mechanism, the toe angle sensor can be zero-drift calibrated using redundant information from the distributed steering system during vehicle operation. This maintains measurement accuracy without relying on external calibration equipment and reduces the robustness against the impact of sensor zero drift.

[0054] Through the redundant design of the distributed actuator, even if a single steering actuator fails, the system has fault tolerance capability for toe adjustment and can use the remaining normal wheels for degraded adjustment to ensure that the toe angle is maintained within a safe range, which significantly enhances the functional safety level of the system.

[0055] According to a second aspect of the present invention, a vehicle includes a memory, a processor, and a program stored in the memory and executable on the processor. When executed by the processor, the program implements the above-described four-wheel alignment electric adjustment method. The vehicle can be a private car, such as a sedan, SUV, MPV, or pickup truck. The vehicle can also be a commercial vehicle, such as a van, bus, small truck, or large trailer. The vehicle needs to have an electric motor capable of outputting power or storing mechanical energy as a generator. When the vehicle is a new energy vehicle, it can be a hybrid vehicle or a pure electric vehicle.

[0056] When the vehicle is running, the processor executes the four-wheel alignment electric adjustment method stored in the memory, thereby collecting data in real time, judging the working conditions, calculating deviations, and executing control logic including attitude switching and fault tolerance. It also drives each steering motor to achieve dynamic adjustment of the four-wheel alignment. This can compensate for the toe-in deviation caused by component deformation or loosening in real time, and can actively optimize the toe-in setting according to different driving conditions of the vehicle. This effectively reduces the problems of abnormal tire wear and handling performance degradation caused by fixed four-wheel alignment parameters, which is conducive to realizing intelligent and active maintenance of chassis performance.

[0057] According to a third aspect of the present invention, a computer-readable storage medium stores computer-executable instructions for causing a computer to perform the above-described four-wheel alignment electric adjustment method.

[0058] The aforementioned four-wheel alignment electric adjustment method can be implemented as a computer program and tangibly contained in a computer-readable storage medium. When the processor uses this computer-readable storage medium to implement the four-wheel alignment electric adjustment method, it can compensate for the toe-in deviation caused by component deformation or loosening in real time, and can actively optimize the toe-in setting according to different vehicle driving conditions. This effectively reduces the problems of abnormal tire wear and handling performance degradation caused by fixed four-wheel alignment parameters, and is conducive to realizing intelligent and active maintenance of chassis performance.

[0059] This invention also provides a vehicle control device, including a memory, a processor, and a program stored in the memory and executable on the processor. When the program is executed by the processor, it implements the four-wheel alignment electric adjustment method of the above embodiments.

[0060] Taking the example of a processor and memory in a vehicle control device being connected via a bus, the memory, as a non-transitory computer-readable storage medium, can be used to store non-transitory software programs and non-transitory computer-executable programs. Furthermore, the memory may include high-speed random access memory, and may also include non-transitory memory, such as at least one disk storage device, flash memory device, or other non-transitory solid-state storage device. In some embodiments, the memory may optionally include memory remotely located relative to the control processor, and these remote memories can be connected to the control device via a network.

[0061] The non-transient software program and instructions required to implement the control method of the above embodiments are stored in the memory. When executed by the processor, the four-wheel alignment electric adjustment method in the above embodiments is executed.

[0062] The device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs.

[0063] Furthermore, one embodiment of the present invention also provides a computer program product, including a computer program or computer instructions, which are stored in a computer-readable storage medium. A processor of a computer device reads the computer program or computer instructions from the computer-readable storage medium and executes the computer program or computer instructions, causing the computer device to perform the above-described four-wheel alignment electric adjustment method.

[0064] It is worth noting that, since the computer program product of this embodiment can execute the four-wheel alignment electric adjustment method of any of the above embodiments, the specific implementation method and technical effect of the computer program product of this embodiment can refer to the specific implementation method and technical effect of the four-wheel alignment electric adjustment method of any of the above embodiments.

[0065] It will be understood by those skilled in the art that all or some of the steps and systems in the methods disclosed above can be implemented as software, firmware, hardware, and suitable combinations thereof. Some or all of the physical components can be implemented as software executed by a processor, such as a central processing unit, digital signal processor, or microprocessor, or as hardware, or as an integrated circuit, such as an application-specific integrated circuit. Such software can be distributed on a computer-readable medium, which can include computer storage media (or non-transitory media) and communication media (or transient media). As is known to those skilled in the art, the term computer storage media includes volatile and non-volatile, removable and non-removable media implemented in any method or technology for storing information (such as computer-readable instructions, data structures, program modules, or other data). Computer storage media includes, but is not limited to, RAM, ROM, EEPROM, flash memory or other memory technologies, CD-ROM, digital versatile disc (DVD) or other optical disc storage, magnetic cartridges, magnetic tape, disk storage or other magnetic storage devices, or any other medium that can be used to store desired information and is accessible to a computer. Furthermore, as is known to those skilled in the art, communication media typically include computer-readable instructions, data structures, program modules, or other data in modulated data signals such as carrier waves or other transmission mechanisms, and may include any information delivery medium.

[0066] The preferred embodiments of the present invention have been described in detail above, but the present invention is not limited to the embodiments described. Those skilled in the art can make various equivalent modifications or substitutions without departing from the spirit of the present invention, and these equivalent modifications or substitutions are all included within the scope defined by the claims of this application.

Claims

1. A method for electrically adjusting four-wheel alignment, characterized in that: The four-wheel alignment electric adjustment method, applicable to vehicles where each of the four wheels is equipped with a steering motor, wherein each of the four steering motors is configured to steer independently, includes: Obtain the current driving conditions and actual toe angle of the vehicle; The target value of the wheel's toe angle and the preset deviation threshold are obtained based on the driving conditions. Calculate the deviation between the actual toe angle and the target toe angle value; Determine whether the deviation is greater than the preset deviation threshold; When the deviation is greater than the preset deviation threshold, the multiple steering motors are controlled to steer according to the target toe angle value.

2. The four-wheel alignment electric adjustment method according to claim 1, characterized in that: The control of multiple steering motors to steer according to the target toe angle value includes: Determine whether the driving condition belongs to a preset wheel posture switching condition; When the driving condition is a preset wheel posture switching condition, the wheels located on the left and right sides are controlled to rotate in opposite directions.

3. The four-wheel alignment electric adjustment method according to claim 2, characterized in that: The preset wheel attitude switching conditions include one of the following: high-speed cruising, low-speed steering, or emergency braking. Determining whether the driving condition belongs to the preset wheel attitude switching conditions includes: Determine whether the driving condition belongs to one of the following: high-speed cruise state, low-speed steering state, or emergency braking state.

4. The four-wheel alignment electric adjustment method according to claim 3, characterized in that: When the driving condition is the high-speed cruise state, controlling the left and right wheels to turn in opposite directions includes: The left wheel and the right wheel are controlled to rotate toward the longitudinal centerline of the vehicle.

5. A four-wheel alignment electric adjustment method according to claim 3, characterized in that: When the driving condition is the low-speed steering state, controlling the wheels located on the left and right sides to rotate in opposite directions includes: The left wheel and the right wheel are controlled to rotate in a direction away from the longitudinal centerline of the vehicle.

6. The four-wheel alignment electric adjustment method according to claim 3, characterized in that: When the driving condition is the emergency braking state, controlling the left and right wheels to rotate in opposite directions includes: The left wheel and the right wheel are controlled to rotate toward the longitudinal centerline of the vehicle.

7. The four-wheel alignment electric adjustment method according to claim 1, characterized in that: The four-wheel alignment electric adjustment method further includes: Determine if any of the steering motors is unable to steer; When a single steering motor fails to turn, the remaining steering motors are controlled to continue turning, and another steering motor located on the same side as the steering motor that fails to turn is controlled to indirectly compensate through angle compensation and differential drive torque distribution.

8. A four-wheel alignment electric adjustment method according to claim 1, characterized in that: The four-wheel alignment electric adjustment method further includes: After completing the steering adjustment of multiple steering motors, the final adjustment amount is stored in non-volatile memory; When the vehicle is started again, the adjustment amount is read from and recalled from the non-volatile memory to serve as a reference for the next round of rotation adjustment.

9. A vehicle, characterized in that: It includes a memory, a processor, and a program stored in the memory and executable on the processor, wherein the program, when executed by the processor, implements a four-wheel alignment electric adjustment method as described in any one of claims 1 to 8.

10. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores computer-executable instructions for causing a computer to perform a four-wheel alignment electric adjustment method as described in any one of claims 1 to 8.

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