Vehicle control method, and vehicle and storage medium

Abstract

Provided in the present application are a vehicle control method, and a vehicle and a storage medium. The method comprises: if a rear-wheel steering fault of a vehicle has been detected, acquiring the current speed of the vehicle and the current rack position of a front-wheel steering gear; on the basis of the current speed of the vehicle, determining target vehicle parameters corresponding to the current speed; on the basis of the target vehicle parameters, determining a rack position compensation amount of the front-wheel steering gear; and on the basis of the rack position compensation amount and the current rack position, obtaining a target rack position of the front-wheel steering gear, such that front wheels of the vehicle perform steering on the basis of the target rack position.

Description

Vehicle control methods, vehicles and storage media

[0001] This application claims priority to Chinese Patent Application No. 2024117171044, filed on November 27, 2024, entitled "Vehicle Control Method, Vehicle Control Device, Vehicle and Storage Medium", the entire contents of which are incorporated herein by reference. Technical Field

[0002] This application relates to the field of vehicles, and more specifically, to a vehicle control method, a vehicle, and a storage medium. Background Technology

[0003] When a vehicle is in motion, the introduction of a rear-wheel steering algorithm can improve its maneuverability. While rear-wheel steering algorithms offer convenience, if a malfunction occurs in the rear-wheel steering response to front-wheel steering, the rear wheels will fail to follow the front wheels, causing the vehicle to deviate from its intended direction and potentially posing a safety hazard. Therefore, ensuring vehicle stability in the event of a rear-wheel steering failure becomes a critical issue that urgently needs to be addressed. Summary of the Invention

[0004] This application provides a vehicle control method, a vehicle, and a storage medium. The vehicle control method can ensure vehicle stability in the event of a rear-wheel steering failure.

[0005] Other features and advantages of this application will become apparent from the following detailed description, or may be learned in part by practice of this application.

[0006] In a first aspect, this application provides a vehicle control method, which includes: if a rear wheel steering fault is detected, obtaining the current speed of the vehicle and the current rack position of the front wheel steering gear; determining target vehicle parameters corresponding to the current speed based on the current speed of the vehicle; determining a rack position compensation amount of the front wheel steering gear based on the target vehicle parameters; and obtaining a target rack position of the front wheel steering gear based on the rack position compensation amount and the current rack position, so that the front wheels of the vehicle can steer based on the target rack position.

[0007] The above technical solution, if a rear-wheel steering fault is detected, obtains the vehicle's current speed and the current rack position of the front-wheel steering gear. Based on the vehicle's current speed, it determines the target vehicle parameters corresponding to the current speed, and based on the target vehicle parameters, it determines the rack position compensation amount of the front-wheel steering gear. Compared to the prior art, which determines the rack position compensation amount through fixed vehicle parameters, this application determines the rack position compensation amount through the target vehicle parameters corresponding to the current speed. Furthermore, by using different vehicle parameters corresponding to the current speed, it ensures the accuracy of the rack position compensation amount. Based on the rack position compensation amount and the current rack position, it obtains the target rack position of the front-wheel steering gear, enabling the vehicle's front wheels to steer based on the target rack position. Because the rack position compensation amount is more accurate, it can ensure vehicle stability in the event of a rear-wheel steering fault, thereby improving driving safety.

[0008] In one possible implementation, the target vehicle parameters corresponding to the current speed are determined based on the current speed of the vehicle, including: if the current speed of the vehicle is less than or equal to a first preset speed, the target vehicle parameters include the current speed, the current rack position of the rear wheel steering gear, the yaw rate and the steering wheel angle; if the current speed of the vehicle is greater than the first preset speed, the target vehicle parameters include the current speed, the current rack position of the rear wheel steering gear, the lateral acceleration and the tire slip angle.

[0009] The above technical solution determines the target vehicle parameters, including the current speed, the current rack position of the rear wheel steering gear, the yaw rate, and the steering wheel angle, when the current speed of the vehicle is less than or equal to the first preset speed; when the current speed of the vehicle is greater than the first preset speed, the target vehicle parameters, including the current speed, the current rack position of the rear wheel steering gear, the lateral acceleration, and the tire slip angle, are determined based on the current speed of the vehicle. By using the current speed of the vehicle, the vehicle parameters that have a significant impact on the vehicle's direction can be determined, and the rack position compensation amount can be determined by using the different vehicle parameters corresponding to the current speed, thereby improving the accuracy of the rack position compensation amount.

[0010] In one possible implementation, the vehicle control method further includes: determining the adjustment coefficients of each parameter in the target parameters based on the current speed;

[0011] If the vehicle's current speed is less than or equal to the first preset speed, the rack position compensation amount of the front wheel steering system is determined based on the target vehicle parameters. This includes the sum of the products of the current speed and the adjustment coefficient corresponding to the current speed, the current rack position of the rear wheel steering system and the adjustment coefficient corresponding to the current rack position of the rear wheel steering system, the yaw rate and the adjustment coefficient corresponding to the yaw rate, and the steering wheel angle and the adjustment coefficient corresponding to the steering wheel angle, to obtain the rack position compensation amount.

[0012] If the vehicle's current speed is greater than the first preset speed, the rack position compensation amount of the front wheel steering system is determined based on the target vehicle parameters. This includes the sum of the products of the current speed and the adjustment coefficient corresponding to the current speed, the current rack position of the rear wheel steering system and the adjustment coefficient corresponding to the current rack position of the rear wheel steering system, the product of the lateral acceleration and the adjustment coefficient corresponding to the lateral acceleration, and the product of the tire slip angle and the adjustment coefficient corresponding to the tire slip angle.

[0013] The above technical solution determines the adjustment coefficients of each parameter in the target parameters based on the current speed, and determines the rack position compensation amount of the front wheel steering system based on the adjustment coefficients of each parameter in the target parameters and the target vehicle parameters. Since the adjustment coefficients are determined based on the current speed, the rack position compensation amount can be determined by adjusting the target vehicle parameters through the adjustment coefficients, thereby improving the accuracy of the rack position compensation amount.

[0014] In one possible implementation, the adjustment coefficient corresponding to the current speed is negatively correlated with the current speed, and the adjustment coefficient corresponding to the current rack position of the rear wheel steering gear is negatively correlated with the current speed.

[0015] In one possible implementation, if the vehicle's current speed is less than or equal to a first preset speed, the adjustment coefficient corresponding to the yaw rate is positively correlated with the current speed, and the adjustment coefficient corresponding to the steering wheel angle is positively correlated with the current speed.

[0016] In one possible implementation, if the vehicle's current speed is greater than a first preset speed, the adjustment coefficient corresponding to the lateral acceleration is negatively correlated with the current speed, and the adjustment coefficient corresponding to the tire slip angle is positively correlated with the current speed.

[0017] In one possible implementation, the vehicle control method further includes: obtaining a target rack sub-position based on the rack position compensation amount and the target rack position; and controlling the front wheel steering unit based on the target rack sub-position to move the front wheel steering unit from the current rack position to the target rack position.

[0018] The above technical solution obtains the target rack sub-position based on the rack position compensation amount and the target rack position, and controls the front wheel steering gear based on the target rack sub-position to move the front wheel steering gear from the current rack position to the target rack position. Since the target rack sub-position is obtained through smoothing, smoothing the compensation process of the front wheel actuator can avoid the phenomenon of vehicle instability caused by excessive speed compensation, thereby improving vehicle stability.

[0019] In one possible implementation, the target rack sub-position is obtained based on the rack position compensation amount and the target rack position, including: acquiring multiple compensation moments and smoothing parameters of the front wheel steering system; wherein the smoothing parameters are negatively correlated with the movement speed, and the movement speed is used to indicate the speed at which the rack moves from the current rack position to the target rack position; and the target rack sub-position at each compensation moment is obtained based on each compensation moment, the smoothing parameters, the rack position compensation amount, and the target rack position.

[0020] The above technical solution obtains multiple compensation moments and smoothing parameters of the front wheel steering gear, and obtains the target rack sub-position at each compensation moment based on each compensation moment, smoothing parameters, rack position compensation amount and target rack position; then, by moving the rack position of the front wheel steering gear according to the corresponding target rack sub-position at each compensation moment, the rack position of the front wheel steering gear is moved smoothly, thereby improving the stability of the vehicle.

[0021] In one possible implementation, the target rack sub-position at each compensation time is obtained based on each compensation time, smoothing parameters, rack position compensation amount, and target rack position, including: obtaining the rack adjustment position at each compensation time based on each compensation time, smoothing parameters, and rack position compensation amount; and determining the difference between the target rack position and the rack adjustment position at each compensation time as the target rack sub-position at each compensation time.

[0022] In one possible implementation, the rack adjustment position at each compensation time is obtained based on each compensation time, the smoothing parameter, and the rack position compensation amount. This includes: obtaining the adjustment coefficient based on each compensation time and the smoothing parameter; and determining the rack adjustment position at each compensation time by multiplying the adjustment coefficient by the rack position compensation amount.

[0023] In one possible implementation, if a rear-wheel steering failure is detected, the current speed of the vehicle is obtained, including: if a rear-wheel steering failure is detected, obtaining the opening of the accelerator pedal; and determining the current speed of the vehicle based on the opening of the accelerator pedal.

[0024] The above technical solution, if a rear-wheel steering fault is detected, determines the vehicle's current speed based on the accelerator pedal opening. Since the rack position of the rear-wheel steering gear remains unchanged in the event of a rear-wheel steering fault, the accuracy of the current speed can be ensured by adjusting the accelerator pedal opening. The current speed of the vehicle can then be used to determine the impact of the rear wheels relative to the front wheels, thereby compensating for the rack position of the front-wheel steering gear and ensuring that the vehicle can maintain stable straight-line driving.

[0025] In one possible implementation, determining the vehicle's current speed based on the accelerator pedal opening includes: determining the vehicle's requested speed based on the accelerator pedal opening; if the requested speed is less than or equal to a second preset speed, using the requested speed as the current speed; if the requested speed is greater than the second preset speed, using the second preset speed as the current speed.

[0026] The above technical solution determines the vehicle's requested speed based on the opening of the accelerator pedal. If the requested speed is less than or equal to a second preset speed, the requested speed is used as the current speed. If the requested speed is greater than the second preset speed, the second preset speed is used as the current speed. Since the vehicle speed is limited in the event of a rear wheel failure, the maximum vehicle speed is determined based on the opening of the accelerator pedal, ensuring driving safety while maximizing vehicle power.

[0027] In one possible implementation, if a rear-wheel steering failure is detected, the method further includes: outputting a prompt message to indicate the rear-wheel steering failure.

[0028] Secondly, this application provides a vehicle control device, which includes: an acquisition module, configured to acquire the current speed of the vehicle and the current rack position of the front wheel steering gear if a rear wheel steering failure is detected; a determination module, configured to determine target vehicle parameters corresponding to the current speed based on the current speed of the vehicle; a calculation module, configured to determine a rack position compensation amount of the front wheel steering gear based on the target vehicle parameters; and a control module, configured to obtain a target rack position of the front wheel steering gear based on the rack position compensation amount and the current rack position, so that the front wheels of the vehicle steer based on the target rack position.

[0029] Thirdly, this application provides a vehicle, including a memory and a processor, wherein the memory is used to store executable program code; and the processor is used to call and run the executable program code from the memory, causing the vehicle to perform the vehicle control method in the first aspect or any possible implementation thereof.

[0030] Fourthly, this application provides a computer-readable storage medium storing computer program code that, when executed on a computer, causes the computer to perform the vehicle control method described in the first aspect or any possible implementation thereof.

[0031] Fifthly, this application provides a computer program product comprising: computer program code, which, when executed on a computer, causes the computer to perform the vehicle control method described in the first aspect or any possible implementation thereof.

[0032] The above technical solution, if a rear-wheel steering fault is detected, obtains the vehicle's current speed and the current rack position of the front-wheel steering gear. Based on the vehicle's current speed, it determines the target vehicle parameters corresponding to the current speed, and based on the target vehicle parameters, it determines the rack position compensation amount of the front-wheel steering gear. Compared to the prior art, which determines the rack position compensation amount through fixed vehicle parameters, this application determines the rack position compensation amount through the target vehicle parameters corresponding to the current speed. Furthermore, by using different vehicle parameters corresponding to the current speed, it ensures the accuracy of the rack position compensation amount. Based on the rack position compensation amount and the current rack position, it obtains the target rack position of the front-wheel steering gear, enabling the vehicle's front wheels to steer based on the target rack position. Because the rack position compensation amount is more accurate, it can ensure vehicle stability in the event of a rear-wheel steering fault, thereby improving driving safety. Attached Figure Description

[0033] Figure 1 is a schematic diagram of a vehicle control method provided in an embodiment of this application;

[0034] Figure 2 is a schematic diagram of the framework of a vehicle control method provided in an embodiment of this application;

[0035] Figure 3 is a schematic flowchart of a vehicle control method provided in an embodiment of this application;

[0036] Figure 4 is a schematic flowchart of another vehicle control method provided in an embodiment of this application;

[0037] Figure 5 is a structural schematic diagram of a vehicle control device provided in an embodiment of this application;

[0038] Figure 6 is a structural schematic diagram of a vehicle provided in an embodiment of this application. Embodiments of the present invention

[0039] The technical solutions in this application will be clearly and thoroughly described below with reference to the accompanying drawings. 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 the text 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. Furthermore, in the description of the embodiments of this application, "multiple" refers to two or more than two.

[0040] Hereinafter, the terms "first" and "second" are used for descriptive purposes only and should not be construed as implying or suggesting relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature.

[0041] For example, by introducing a rear-wheel steering algorithm, the vehicle can move flexibly in narrow spaces. When the vehicle is traveling at low speed, the rear wheel steering direction is controlled to be opposite to the front wheel steering direction, that is, the rear wheels turn in the opposite direction to the front wheels, reducing the turning radius and improving the maneuverability and flexibility of the vehicle at low speeds. When the vehicle is traveling at high speed, the rear wheel steering direction can be the same as the front wheel steering direction, enhancing the straight-line driving stability of the vehicle and improving driving safety.

[0042] It should be noted that in related technologies, the introduction of rear-wheel steering algorithms improves vehicle maneuverability. While rear-wheel steering algorithms bring convenience to vehicle driving, if the rear-wheel steering malfunctions in response to the front-wheel steering, the rear wheels cannot follow the front wheels, causing the vehicle's driving direction to deviate, potentially posing a safety hazard. Therefore, this application provides a vehicle control method, a vehicle, and a storage medium. The vehicle control method can ensure vehicle stability in the event of a rear-wheel steering failure.

[0043] For example, during the rear-wheel steering response to front-wheel steering, if a malfunction occurs in the rear-wheel steering, causing the rear wheels to become stuck while following the front wheels' steering, meaning the rear wheels cannot follow the front wheels' rotation, and the rear wheels still maintain a steering angle after the steering wheel returns to the center position, the vehicle cannot maintain its direction when the steering wheel is in the center position. In this case, the steer-by-wire system compensates for this by controlling the rack position of the front steering gear, enabling the vehicle to maintain straight-line driving when the steering wheel is in the center position, thereby improving vehicle stability and ensuring driving safety.

[0044] Figure 1 is a schematic diagram of a vehicle control method provided in an embodiment of this application.

[0045] For example, as shown in Figure 1, if a rear wheel steering failure is detected in vehicle 100, i.e. the rear wheels are fixed in direction, then position compensation is required through the front wheel steering system so that vehicle 100 can maintain straight and stable driving in the event of a rear wheel steering failure, thereby improving vehicle stability.

[0046] For example, if a rear wheel steering malfunction is detected, the vehicle's current speed is obtained. If the vehicle's current speed is less than or equal to a first preset speed, the target vehicle parameters are determined, including the vehicle's current speed, the current rack position of the rear wheel steering gear, the yaw rate, and the steering wheel angle. If the vehicle's current speed is greater than the first preset speed, the target vehicle parameters are determined, including the vehicle's current speed, the current rack position of the rear wheel steering gear, the lateral acceleration, and the tire slip angle.

[0047] Specifically, based on the current speed, the adjustment coefficients of each parameter in the target parameters are determined; when the current speed of the vehicle is less than or equal to the first preset speed, the rack position compensation of the front wheel steering system is determined based on the current speed, the current rack position of the rear wheel steering system, the yaw rate, the steering wheel angle, and the adjustment coefficients of each parameter; when the current speed of the vehicle is greater than the first preset speed, the rack position compensation of the front wheel steering system is determined based on the current speed, the current rack position of the rear wheel steering system, the lateral acceleration, the tire slip angle, and the adjustment coefficients of each parameter.

[0048] Furthermore, multiple compensation moments and smoothing parameters of the front wheel steering system are obtained. The smoothing parameters are negatively correlated with the movement speed, which indicates the speed at which the front wheel steering system moves from the current rack position to the target rack position. Based on each compensation moment, smoothing parameter, rack position compensation amount, and target rack position, the target rack sub-position at each compensation moment is obtained. The front wheel steering system is then controlled based on the target rack sub-position to move it from the current rack position to the target rack position.

[0049] The above technical solution ensures the accuracy of rack position compensation by using different vehicle parameters corresponding to the current speed. Based on the rack position compensation and the current rack position, the target rack position of the front wheel steering gear is obtained, so that the front wheels of the vehicle can steer based on the target rack position. Because the rack position compensation is more accurate, the vehicle's stability can be ensured in the event of a rear wheel steering failure, thereby improving driving safety.

[0050] Figure 2 is a flowchart of a vehicle control method provided in an embodiment of this application.

[0051] For example, as shown in Figure 2, when the online steering system 230 detects a rear wheel steering failure, the vehicle information acquisition module 200 obtains the vehicle's current speed and the current rack position of the front wheel steering gear. Based on the vehicle's current speed, the target vehicle parameters corresponding to the current speed are determined. Based on the target vehicle parameters, the rack position compensation amount of the front wheel steering gear is determined. Then, based on the rack position compensation amount and the current rack position, the target rack position of the front wheel steering gear is obtained, so that the front wheels of the vehicle can steer based on the target rack position.

[0052] For example, the steer-by-wire system 230 determines a rear wheel steering malfunction upon receiving a stuck signal from the rear wheel steering system 240.

[0053] For example, the rear wheel steering system 240 acquires the current rack position of the rear wheel steering gear through the rear wheel rack acquisition module 210, and acquires the output current and speed information of the rear wheel steering motor through the rear wheel motor information acquisition module 220. The rear wheel steering system 240 determines whether the rear wheel steering is faulty by using the current rack position of the rear wheel steering gear, the output current of the rear wheel steering motor, the speed information of the rear wheel motor, and the duration of the target state. In the event of a rear wheel steering fault, a fault signal (stuck signal) is sent to the steer-by-wire system 230, and the current rack position of the rear wheel steering gear is sent to the steer-by-wire system 200 so that the steer-by-wire system 200 can compensate for the rack position through the front wheel steering gear.

[0054] In addition, in the event of a rear wheel steering failure, the rear wheel steering system 240 sends a fault signal to the vehicle controller 240 and the display module 250 respectively, so that the vehicle controller 240 limits the vehicle's power and the display module 250 outputs a prompt message to alert the driver that the vehicle's rear wheel steering has failed.

[0055] In one possible implementation, the method for steering the vehicle's front wheels based on the target rack position can be referred to in the disclosed embodiments, and will not be repeated here.

[0056] It is understandable that the method of fault detection in the rear-wheel steering system is only one possible approach in practical applications, and does not limit the fault detection method used in actual applications. For example, information can also be sent from the rear-wheel steering system to the steer-by-wire system to enable the steer-by-wire system to perform fault detection and signal distribution. The specific method can be determined according to the actual situation and is not limited here.

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

[0058] For example, the method shown in Figure 3 can be executed by a steer-by-wire system or a chip in the vehicle; wherein the steer-by-wire system can be steer-by-wire system 230.

[0059] As exemplarily shown in FIG3, vehicle control method 300 includes S310-S340.

[0060] S310, if a rear wheel steering fault is detected, obtain the vehicle's current speed and the current rack position of the front wheel steering gear.

[0061] For example, when a rear-wheel steering system detects a rear-wheel steering malfunction, it acquires the vehicle's current speed and the current rack position of the front-wheel steering gear. Specifically, when a rear-wheel steering malfunction occurs, the rack position of the rear-wheel steering gear becomes stuck, and the rear wheels remain stationary. By acquiring the vehicle's current speed and the current rack position of the front-wheel steering gear, the system determines the rack position compensation amount for the front-wheel steering gear in the event of a rear-wheel steering malfunction, thereby controlling the steering of the front wheels to maintain vehicle stability and prevent the vehicle from veering off course.

[0062] For example, if a rear wheel steering failure is detected, the current rack position of the front wheel steering gear is obtained, and the current rack position of the front wheel steering gear can reflect the steering angle of the vehicle's front wheels.

[0063] For example, if a rear-wheel steering malfunction is detected, the vehicle's current speed is obtained. Specifically, if a rear-wheel steering malfunction is detected, the accelerator pedal opening is obtained, and the vehicle's current speed is determined based on the accelerator pedal opening and a preset speed relationship; the preset speed relationship indicates the correspondence between a preset speed of the vehicle and a preset opening of the accelerator pedal, and determining the accelerator pedal opening enables the determination of the vehicle's current speed.

[0064] The above technical solution, if a rear-wheel steering fault is detected, determines the vehicle's current speed based on the accelerator pedal opening. Since the rack position of the rear-wheel steering gear remains unchanged in the event of a rear-wheel steering fault, the accuracy of the current speed can be ensured by adjusting the accelerator pedal opening. The current speed of the vehicle can then be used to determine the impact of the rear wheels relative to the front wheels, thereby compensating for the rack position of the front-wheel steering gear and ensuring that the vehicle can maintain stable straight-line driving.

[0065] Understandably, if a rear-wheel steering malfunction is detected, the vehicle speed will be limited to improve driving safety, ensuring that the speed is not too high and to avoid dangerous accidents as much as possible.

[0066] For example, if a rear wheel steering malfunction is detected, the requested speed of the vehicle is determined based on the opening of the accelerator pedal, and it is determined whether the requested speed is greater than a second preset speed; if the requested speed is less than or equal to the second preset speed, the requested speed is used as the current speed; if the requested speed is greater than the second preset speed, the second preset speed is used as the current speed.

[0067] It should be noted that the current speed of the vehicle is the actual speed (driving speed); this can be understood as limiting the vehicle's speed when the requested speed is too high, thereby ensuring the vehicle's safety and stability by restricting its current speed.

[0068] In one possible implementation, the second preset speed can be 50km / h, 60km / h, 70km / h, etc., without being specifically limited here.

[0069] For example, assuming the second preset speed is 60 km / h; if a rear-wheel steering malfunction is detected, based on the accelerator pedal opening, if the requested speed is determined to be 40 km / h, then the current speed of the vehicle is determined to be 40 km / h (the driving speed is 40 km / h). Alternatively, based on the accelerator pedal opening, if the requested speed is determined to be 80 km / h, then the current speed of the vehicle is determined to be 60 km / h (the driving speed is 60 km / h).

[0070] The above technical solution determines the vehicle's requested speed based on the opening of the accelerator pedal. If the requested speed is less than or equal to a second preset speed, the requested speed is used as the current speed. If the requested speed is greater than the second preset speed, the second preset speed is used as the current speed. Since the vehicle speed is limited in the event of a rear wheel failure, the maximum vehicle speed is determined based on the opening of the accelerator pedal, ensuring driving safety while maximizing vehicle power.

[0071] In addition, to remind the driver to drive carefully, a warning message can be output when a rear-wheel steering failure is detected. The warning message indicates that the vehicle's power is limited due to the rear-wheel steering failure.

[0072] For example, the prompt message can be output via voice; for instance, a voice message could say, "Hello, due to a rear-wheel steering failure, the vehicle's power is limited. Please drive carefully." Alternatively, the prompt message can be displayed on the vehicle's screen, alerting the driver through alternating flashing. The method of outputting the prompt message can be determined based on the actual situation and is not specifically limited here.

[0073] In one possible implementation, the vehicle's display screen can be a central control screen, instrument panel, head-up display, etc., without specific limitations.

[0074] For example, the steer-by-wire system determines that the vehicle's rear-wheel steering is faulty upon receiving a fault signal from the rear-wheel steering system. Alternatively, the steer-by-wire system receives rear wheel rack position information and rear wheel motor information from the rear-wheel steering system, and determines whether a rear-wheel steering fault exists based on the rear wheel rack position information and rear wheel motor information.

[0075] For example, the rear-wheel steering system monitors the rear wheel rack position information and rear wheel motor information in real time. The rear-wheel steering system determines whether there is a fault in the vehicle's rear-wheel steering in the same way as the steer-by-wire system. The rear wheel rack position information includes the current rack position of the rear wheel steering gear and the desired rack position, which is determined based on the steering wheel angle. The rear wheel motor information includes the rear wheel motor output current and the rear wheel motor speed.

[0076] Specifically, the deviation between the current rack position and the desired rack position of the rear wheel steering system is determined. If the deviation is greater than the preset position, the output current of the rear wheel motor is greater than the preset current, and the speed of the rear wheel motor is less than or equal to the preset speed, it is determined that the rear wheel steering of the vehicle is stuck, i.e., a rear wheel steering failure.

[0077] In one possible implementation, the preset current can be 9A, 10A, 11A, etc., without specific limitations here.

[0078] In one possible implementation, the preset rotational speed can be 55 r / s, 60 r / s, 65 r / s, etc., without being specifically limited here.

[0079] Furthermore, in order to improve the accuracy of rear wheel steering faults, if the deviation position is greater than the preset position, the rear wheel motor output current is greater than the preset current, and the rear wheel motor speed is less than or equal to the preset speed, the duration of the target state is obtained. The target state indicates that the deviation position is greater than the preset position, the rear wheel motor output current is greater than the preset current, and the rear wheel motor speed is less than or equal to the preset speed. If the duration of the target state is greater than the preset duration, a rear wheel steering fault is determined.

[0080] In one possible implementation, the preset duration can be 1.5s, 2s, 2.5s, etc., without specific limitations here.

[0081] For example, assuming the preset duration is 2 seconds; if the deviation position is greater than the preset position, the rear wheel motor output current is greater than 10A (preset current), and the rear wheel motor speed is less than 60 r / s (preset speed), and the duration of the target state is determined to be 1 second, then the rear wheel steering of the vehicle is determined to be normal. Alternatively, if the deviation position is greater than the preset position, the rear wheel motor output current is greater than 10A (preset current), and the rear wheel motor speed is less than 60 r / s (preset speed), and the duration of the target state is determined to be 3 seconds, then the rear wheel steering of the vehicle is determined to be faulty.

[0082] It's understandable that relying on a single condition to determine if a vehicle's rear-wheel steering has malfunctioned could lead to false triggers; for example, if an obstacle appears under the wheel, the rear-wheel motor's output current will increase, but this increased current is intended to overcome the obstacle. Therefore, using multiple criteria can improve the accuracy of identifying steering malfunctions.

[0083] S320 determines the target vehicle parameters corresponding to the current speed based on the vehicle's current speed.

[0084] Understandably, when a vehicle is at low speed, it is generally making a U-turn or turning, in which case the rear wheels steer in the opposite direction to the front wheels; when the vehicle is at high speed, the rear wheels steer in the same direction as the front wheels. By knowing the vehicle's current speed, we can determine the vehicle parameters that significantly affect its direction.

[0085] In one possible implementation, the target vehicle parameters may include, but are not limited to: current speed, current rack position of the rear wheel steering gear, yaw rate, steering wheel angle, lateral acceleration, and tire slip angle, etc.

[0086] For example, based on the vehicle's current speed, the target vehicle parameters corresponding to the current speed are determined. Specifically, it is determined whether the current speed is greater than a first preset speed. When the vehicle's current speed is less than or equal to the first preset speed, the target vehicle parameters include the current speed, the current rack position of the rear wheel steering gear, the yaw rate, and the steering wheel angle. When the vehicle's current speed is greater than the first preset speed, the target vehicle parameters include the current speed, the current rack position of the rear wheel steering gear, the lateral acceleration, and the tire slip angle.

[0087] Understandably, the current rack position of the rear wheel steering system indicates the rack position where the rear wheel of the vehicle is malfunctioning, and the current rack position of the rear wheel steering system can reflect the steering angle of the rear wheel of the vehicle.

[0088] Furthermore, when the rear wheel steering malfunctions and the vehicle's current speed is less than or equal to a first preset speed, the rear wheel steering direction is opposite to the front wheel steering direction, requiring more rack positions for front wheel steering compensation. Due to the lower current speed, the vehicle's dynamic response is slow, resulting in a larger yaw rate and steering wheel angle. When the rear wheel malfunctions and the vehicle's current speed is greater than the first preset speed, the rear wheel steering direction is the same as the front wheel steering direction. Due to the higher current speed, the vehicle's dynamic response is fast, resulting in a larger lateral acceleration and tire slip angle.

[0089] In one possible implementation, the first preset speed can be 25km / h, 30km / h, 35km / h, etc., without being specifically limited here.

[0090] The above technical solution determines the target vehicle parameters, including the current speed, the current rack position of the rear wheel steering gear, the yaw rate, and the steering wheel angle, when the current speed of the vehicle is less than or equal to the first preset speed; when the current speed of the vehicle is greater than the first preset speed, the target vehicle parameters, including the current speed, the current rack position of the rear wheel steering gear, the lateral acceleration, and the tire slip angle, are determined based on the current speed of the vehicle. By using the current speed of the vehicle, the vehicle parameters that have a significant impact on the vehicle's direction can be determined, and the rack position compensation amount can be determined by using the different vehicle parameters corresponding to the current speed, thereby improving the accuracy of the rack position compensation amount.

[0091] S330 determines the rack position compensation amount of the front wheel steering system based on the target vehicle parameters.

[0092] For example, in the event of a detected rear-wheel steering malfunction, compensation can be made to the front-wheel steering system by adjusting the rack position to ensure the vehicle maintains stable straight-line driving, thereby improving driving safety.

[0093] For example, based on the current speed, the adjustment coefficients of each parameter in the target parameters are determined, and based on the adjustment coefficients of each parameter in the target parameters and the target vehicle parameters, the rack position compensation amount of the front wheel steering system is determined.

[0094] Specifically, when the vehicle's current speed is less than or equal to a first preset speed, the rack position compensation amount is obtained by summing the products of the current speed and the adjustment coefficient corresponding to the current speed, the current rack position of the rear wheel steering gear and the adjustment coefficient corresponding to the current rack position of the rear wheel steering gear, the yaw rate and the adjustment coefficient corresponding to the yaw rate, and the steering wheel angle and the adjustment coefficient corresponding to the steering wheel angle. When the vehicle's current speed is greater than the first preset speed, the rack position compensation amount is obtained by summing the products of the current speed and the adjustment coefficient corresponding to the current speed, the current rack position of the rear wheel steering gear and the adjustment coefficient corresponding to the current rack position of the rear wheel steering gear, the lateral acceleration and the adjustment coefficient corresponding to the lateral acceleration, and the tire slip angle and the adjustment coefficient corresponding to the tire slip angle.

[0095] Understandably, the adjustment factor is used to adjust the parameters of the target vehicle to make the rack position of the front wheel steering gear more accurate.

[0096] The above technical solution determines the adjustment coefficients of each parameter in the target parameters based on the current speed, and determines the rack position compensation amount of the front wheel steering system based on the adjustment coefficients of each parameter in the target parameters and the target vehicle parameters. Since the adjustment coefficients are determined based on the current speed, the rack position compensation amount can be determined by adjusting the target vehicle parameters through the adjustment coefficients, thereby improving the accuracy of the rack position compensation amount.

[0097] In one example, when the vehicle's current speed is less than or equal to a first preset speed, the target vehicle parameters are determined, including the current speed, the current rack position of the rear wheel steering gear, the yaw rate, and the steering wheel angle. Based on the vehicle's current speed, the adjustment coefficients corresponding to the current speed (first coefficient), the adjustment coefficients corresponding to the current rack position of the rear wheel steering gear (second coefficient), the number of adjustments corresponding to the yaw rate (third coefficient), and the adjustment coefficients corresponding to the steering wheel angle (fourth coefficient) are determined. The opposite number of the current rack position, i.e., the difference between 0 and the current rack position, is also determined (since the front and rear wheels of the vehicle turn in opposite directions when the vehicle speed is low, the rack position compensation amount of the front wheel steering gear can be determined by the opposite number of the current rack position of the rear wheel steering gear). The rack position compensation amount of the front wheel steering gear is then determined based on the sum of the product of the current speed and the first coefficient, the product of the opposite number of the current rack position and the second coefficient, the product of the yaw rate and the third coefficient, and the product of the steering wheel angle and the fourth coefficient.

[0098] For example, when the vehicle's current speed is less than or equal to a first preset speed, the rack position compensation amount of the front wheel steering system is expressed as follows:

[0099] ΔX Front = K v *v + K x *(0-X) Rear )+ K ω *ω + K θ *θ;

[0100] Where, ΔX Front K represents the rack position compensation amount of the front wheel steering system. v The first coefficient represents the vehicle's current speed, v represents the vehicle's current speed, and the unit is km / h; K x The second coefficient, X, represents the current rack position of the rear wheel steering system. Rear Indicates the current rack position of the rear wheel steering gear, in mm; K ω The third coefficient represents the yaw rate, ω, which is the yaw rate in rad / s; K θ The fourth coefficient represents the steering wheel angle, where θ represents the steering wheel angle.

[0101] It should be noted that the first and second coefficients are determined based on the vehicle's dynamic characteristics and measured data. The first coefficient is negatively correlated with the vehicle's current speed and decreases as the vehicle's current speed increases to improve the vehicle's stability under high-speed driving conditions. When the vehicle is traveling at low speed, its turning radius is small, thus requiring a larger steering wheel angle to increase its passability; while when the vehicle is traveling at high speed, its turning radius is large, requiring only a smaller steering wheel angle to stably pass through curves. Therefore, as the vehicle's current speed increases, the rack position that the front wheel steering system needs to compensate for gradually decreases.

[0102] The second coefficient is used to adjust the compensation range of the front wheel steering system. As the vehicle's current speed increases, the second coefficient gradually decreases. Because the vehicle's stability is better at low speeds, the dynamic behavior of the vehicle can be corrected quickly and effectively. However, the vehicle's stability is lower at high speeds. By reducing the second coefficient, the dynamic behavior of the vehicle can be effectively corrected, avoiding excessive compensation range that could lead to a decrease in vehicle stability.

[0103] The third coefficient gradually increases as the vehicle's current speed decreases, meaning it increases with the increase of yaw rate; the fourth coefficient also gradually increases as the vehicle's current speed decreases, meaning it increases with the increase of steering wheel angle. When the steering wheel angle is small, the driver's intention is mainly fine-tuning, at which point the rack positions of both the front and rear steering gears are small; when the steering wheel angle is large, the driver usually needs to turn or make a U-turn, at which point the rack positions of both the front and rear steering gears are large.

[0104] In another example, when the vehicle's current speed is greater than a first preset speed, the target vehicle parameters are determined, including the current speed, the current rack position of the rear wheel steering gear, lateral acceleration, and tire slip angle. Based on the vehicle's current speed, the adjustment coefficients corresponding to the current speed (first coefficient), the current rack position of the rear wheel steering gear (second coefficient), the lateral acceleration (fifth coefficient), and the tire slip angle (sixth coefficient) are determined. The sum of the products of the current speed and the first coefficient, the current rack position and the second coefficient, the lateral acceleration and the fifth coefficient, and the tire slip angle and the sixth coefficient is determined as the rack position compensation amount of the front wheel steering gear.

[0105] Understandably, both the first and second coefficients change with the vehicle's current speed.

[0106] For example, when the vehicle's current speed is greater than a first preset speed, the rack position compensation amount of the front wheel steering system is expressed as follows:

[0107] ΔXFront = K v *v + K x *X Rear + K ay *ay + K α *α;

[0108] Where, ΔX Front K represents the rack position compensation amount of the front wheel steering system. v The first coefficient represents the vehicle's current speed, v represents the vehicle's current speed, and the unit is km / h; K x The second coefficient, X, represents the current rack position of the rear wheel steering system. Rear Indicates the current rack position of the rear wheel steering gear, in mm; K ay The fifth coefficient representing lateral acceleration, ay, represents lateral acceleration in m / s²; K α The sixth coefficient represents the tire slip angle, where α represents the tire slip angle.

[0109] It should be noted that the fifth coefficient gradually increases as the vehicle's current speed decreases, that is, it increases as the lateral acceleration increases; the sixth coefficient gradually increases as the vehicle's current speed increases. When the tire slip angle is small, the tire lateral slip speed is small, and the position that the front wheel steering system needs to compensate for is small. When the tire slip angle is large, the tire lateral slip speed is large, and the position that the front wheel steering system needs to compensate for is large.

[0110] S340, based on the rack position compensation amount and the current rack position, obtains the target rack position of the front wheel steering gear so that the front wheels of the vehicle can steer based on the target rack position.

[0111] For example, the target rack position of the front wheel steering system is determined based on the sum of the rack position compensation and the current rack position, and the front wheels of the vehicle are controlled to steer based on the target rack position to ensure that the vehicle travels in a straight line.

[0112] For example, during the process of controlling the front wheels of the vehicle to steer based on the target rack position, in order to avoid the vehicle deviating due to excessively fast compensation speed, the compensation process of the front wheel steering gear is smoothed out by moving in stages, so that the compensation speed of the vehicle is more gradual, thus achieving a smooth adjustment of the rack position of the front wheel steering gear.

[0113] For example, based on the rack position compensation amount and the target rack position, the target rack sub-position is obtained, and the front wheel steering is controlled based on the target rack sub-position so that the front wheel steering moves from the current rack position to the target rack position.

[0114] The above technical solution obtains the target rack sub-position based on the rack position compensation amount and the target rack position, and controls the front wheel steering gear based on the target rack sub-position to move the front wheel steering gear from the current rack position to the target rack position. Since the target rack sub-position is obtained through smoothing, smoothing the compensation process of the front wheel actuator can avoid the phenomenon of vehicle instability caused by excessive speed compensation, thereby improving vehicle stability.

[0115] In one example, the target rack sub-position is obtained based on the rack position compensation amount and the target rack position. Specifically, multiple compensation moments and smoothing parameters of the front wheel steering system are acquired. The smoothing parameters are negatively correlated with the movement speed, which indicates the speed at which the rack moves from the current rack position to the target rack position. Based on each compensation moment, smoothing parameter, rack position compensation amount, and target rack position, the target rack sub-position at each compensation moment is obtained.

[0116] For example, the expression for the target rack sub-position can be represented as follows:

[0117] ΔX2 = ΔX1 + ΔX Front ;

[0118] ΔX Smooth = ΔX2 - e -Δt / T ·ΔX Front ;

[0119] Where ΔX1 represents the current rack position of the front wheel steering gear, ΔX2 represents the target rack position of the front wheel steering gear, and ΔX Front This indicates the rack position compensation amount of the front wheel steering system, Δt represents the compensation time, T represents the smoothing parameter, and e-Δt / T is the adjustment coefficient. -Δt / T ·ΔX Front Adjust the rack position for each compensation time. Since the compensation time gradually increases, -e -Δt / T As it gradually decreases from 1 to 0, then ΔX Smooth The transition from ΔX1 to ΔX2 is gradual, allowing the front wheel steering gear to move from the current rack position to the target rack position. Furthermore, as the smoothing parameter increases, the transition from ΔX1 to ΔX2 becomes slower and takes longer.

[0120] The above technical solution obtains multiple compensation moments and smoothing parameters of the front wheel steering gear, and obtains the target rack sub-position at each compensation moment based on each compensation moment, smoothing parameters, rack position compensation amount and target rack position; then, by moving the rack position of the front wheel steering gear according to the corresponding target rack sub-position at each compensation moment, the rack position of the front wheel steering gear is moved smoothly, thereby improving the stability of the vehicle.

[0121] In another example, the rack position compensation amount is divided into at least one rack position sub-compensation amount. Starting from the current rack position of the front wheel steering gear, a rack position sub-compensation amount is accumulated at each compensation moment to obtain the target rack sub-position corresponding to each compensation moment.

[0122] For example, if the compensation times are t1, t2, and t3, the rack position compensation amount is divided into three rack position sub-compensation amounts Δ1. If the current rack position of the front wheel steering gear is S1, then the target rack sub-position at time t1 is Δ1+S1, the target rack sub-position at time t2 is 2*Δ1+S1, and the target rack sub-position at time t3 is 3*Δ1+S1, that is, the target rack position is 3*Δ1+S1.

[0123] The above technical solution, if a rear-wheel steering fault is detected, obtains the vehicle's current speed and the current rack position of the front-wheel steering gear. Based on the vehicle's current speed, it determines the target vehicle parameters corresponding to the current speed, and based on the target vehicle parameters, it determines the rack position compensation amount of the front-wheel steering gear. Compared to the prior art, which determines the rack position compensation amount through fixed vehicle parameters, this application determines the rack position compensation amount through the target vehicle parameters corresponding to the current speed. Furthermore, by using different vehicle parameters corresponding to the current speed, it ensures the accuracy of the rack position compensation amount. Based on the rack position compensation amount and the current rack position, it obtains the target rack position of the front-wheel steering gear, enabling the vehicle's front wheels to steer based on the target rack position. Because the rack position compensation amount is more accurate, it can ensure vehicle stability in the event of a rear-wheel steering fault, thereby improving driving safety.

[0124] Figure 4 is a schematic flowchart of another vehicle control method provided in an embodiment of this application.

[0125] For example, the method shown in Figure 4 can be executed by a steer-by-wire system or a chip in the vehicle; wherein the steer-by-wire system can be the steer-by-wire system 230 as shown in Figure 2.

[0126] As exemplarily shown in FIG4, vehicle control method 400 includes S401-S413.

[0127] S401, if a rear wheel steering fault is detected, obtain the opening of the vehicle's accelerator pedal.

[0128] For example, in the event of a detected rear-wheel steering failure, the opening of the vehicle's accelerator pedal is obtained. Since the rack position of the rear-wheel steering gear remains unchanged in the event of a rear-wheel steering failure, the accuracy of the current speed can be ensured by measuring the opening of the accelerator pedal.

[0129] S402 determines the vehicle's requested speed based on the accelerator pedal opening.

[0130] For example, the opening of the vehicle's accelerator pedal is obtained, and the current speed of the vehicle is determined based on the relationship between the opening of the vehicle's accelerator pedal and a preset speed. The preset speed relationship indicates the correspondence between the preset speed of the vehicle and the preset opening of the accelerator pedal. Determining the opening of the vehicle's accelerator pedal can determine the current speed of the vehicle.

[0131] S403, determine whether the request speed is greater than the second preset speed; if not, proceed to S404; if yes, proceed to S405.

[0132] For example, based on the opening of the accelerator pedal, the requested speed of the vehicle is determined, and it is determined whether the requested speed is greater than a second preset speed.

[0133] In one possible implementation, the second preset speed can be 50km / h, 60km / h, 70km / h, etc., without being specifically limited here.

[0134] Understandably, the second preset speed is used to limit the actual speed of the vehicle, thereby enabling the vehicle to be speed-limited in the event of a rear-wheel steering failure, and ensuring the safety and stability of the vehicle by limiting its current speed.

[0135] S404 uses the request speed as the current speed.

[0136] For example, if the request speed is less than or equal to the second preset speed, the request speed is taken as the current speed.

[0137] For example, assuming the second preset speed is 60 km / h; if a rear wheel steering failure is detected, based on the opening of the vehicle's accelerator pedal, the requested speed of the vehicle is determined to be 40 km / h, and the current speed of the vehicle is determined to be 40 km / h (driving speed is 40 km / h).

[0138] S405, set the second preset speed as the current speed.

[0139] For example, if the request speed is greater than the second preset speed, the second preset speed is used as the current speed.

[0140] For example, assuming the second preset speed is 60 km / h; if a rear wheel steering failure is detected, based on the opening of the vehicle's accelerator pedal, if the requested speed of the vehicle is determined to be 80 km / h, then the current speed of the vehicle is determined to be 60 km / h (driving speed is 60 km / h).

[0141] S406, determine whether the current speed is greater than the first preset speed; if not, execute S407; if yes, execute S409.

[0142] For example, based on the vehicle's current speed, the target vehicle parameters corresponding to the current speed are determined. Specifically, it is determined whether the current speed is greater than a first preset speed. When the vehicle has a rear wheel steering malfunction and the vehicle's current speed is less than or equal to the first preset speed, the rear wheel steering direction is opposite to the front wheel steering direction, requiring more rack positions for front wheel steering compensation. Due to the lower current speed, the vehicle's dynamic response is slow, and the vehicle's yaw rate and steering wheel angle are larger. When the vehicle has a rear wheel malfunction and the vehicle's current speed is greater than the first preset speed, the rear wheel steering direction is the same as the front wheel steering direction. Due to the higher current speed, the vehicle's dynamic response is fast, and the vehicle's lateral acceleration and tire slip angle are larger.

[0143] In one possible implementation, the first preset speed can be 25km / h, 30km / h, 35km / h, etc., without being specifically limited here.

[0144] S407 determines the target vehicle parameters, including current speed, current rack position of the rear wheel steering gear, yaw rate, and steering wheel angle.

[0145] For example, it is determined whether the current speed is greater than a first preset speed. When the current speed of the vehicle is less than or equal to the first preset speed, the target vehicle parameters are determined, including the current speed, the current rack position of the rear wheel steering gear, the yaw rate, and the steering wheel angle.

[0146] S408 determines the rack position compensation amount based on the current speed, the current rack position of the rear wheel steering gear, the yaw rate, and the steering wheel angle.

[0147] For example, when the current speed of the vehicle is less than or equal to a first preset speed, the target vehicle parameters are determined, including the current speed, the current rack position of the rear wheel steering gear, the yaw rate, and the steering wheel angle; and the adjustment coefficients of each parameter in the target vehicle parameters are obtained, and the rack position compensation amount is determined based on the adjustment coefficients of each parameter, the current speed, the current rack position of the rear wheel steering gear, the yaw rate, and the steering wheel angle.

[0148] Specifically, based on the vehicle's current speed, a first coefficient for the current speed, a second coefficient for the current rack position of the rear wheel steering gear, a third coefficient for the yaw rate, and a fourth coefficient for the steering wheel angle are determined. The rack position compensation amount of the front wheel steering gear is determined by multiplying the current speed by the first coefficient, the opposite of the current rack position (i.e., the difference between 0 and the current rack position; since the front and rear wheels of the vehicle turn in opposite directions when the vehicle speed is low, the rack position compensation amount of the front wheel steering gear can be determined by multiplying the opposite of the current rack position of the rear wheel steering gear) by the second coefficient, the yaw rate by the third coefficient, and the steering wheel angle by the fourth coefficient.

[0149] S409 determines the target vehicle parameters, including current speed, current rack position of the rear wheel steering gear, lateral acceleration, and tire slip angle.

[0150] For example, it is determined whether the current speed is greater than a first preset speed. If the current speed of the vehicle is greater than the first preset speed, the target vehicle parameters are determined, including the current speed, the current rack position of the rear wheel steering gear, the lateral acceleration, and the tire slip angle.

[0151] S410 determines the rack position compensation amount based on the current speed, the current rack position of the rear wheel steering gear, the lateral acceleration, and the tire slip angle.

[0152] For example, when the current speed of the vehicle is greater than a first preset speed, the target vehicle parameters are determined, including the current speed, the current rack position of the rear wheel steering gear, the lateral acceleration, and the tire slip angle; and the adjustment coefficients of each parameter in the target vehicle parameters are obtained, and the rack position compensation amount is determined based on the adjustment coefficients of each parameter, the current speed, the current rack position of the rear wheel steering gear, the lateral acceleration, and the tire slip angle.

[0153] Specifically, based on the vehicle's current speed, a first coefficient for the current speed, a second coefficient for the current rack position of the rear wheel steering gear, a fifth coefficient for the lateral acceleration, and a sixth coefficient for the tire slip angle are determined. The sum of the products of the current speed and the first coefficient, the current rack position and the second coefficient, the lateral acceleration and the fifth coefficient, and the tire slip angle and the sixth coefficient is used to determine the rack position compensation amount of the front wheel steering gear.

[0154] S411, based on the rack position compensation amount and the current rack position, obtain the target rack position of the front wheel steering gear.

[0155] For example, the target rack position of the front wheel steering system is determined based on the sum of the rack position compensation and the current rack position, and the front wheels of the vehicle are controlled to steer based on the target rack position to ensure that the vehicle travels in a straight line.

[0156] S412, based on the rack position compensation amount and the target rack position, the target rack sub-position is obtained.

[0157] For example, the target rack sub-position is obtained based on the rack position compensation amount and the target rack position. Specifically, multiple compensation moments and smoothing parameters of the front wheel steering system are obtained. The smoothing parameters are negatively correlated with the movement speed, which indicates the speed at which the rack moves from the current rack position to the target rack position. The target rack sub-position at each compensation moment is then obtained based on each compensation moment, smoothing parameter, rack position compensation amount, and target rack position.

[0158] S413 controls the front wheel steering based on the target rack position, so that the front wheel steering moves from the current rack position to the target rack position.

[0159] For example, based on the rack position compensation amount and the target rack position, a target rack sub-position is obtained, and the front wheel steering is controlled based on the target rack sub-position to move the front wheel steering from the current rack position to the target rack position. Since the target rack sub-position is obtained through smoothing, smoothing the front wheel actuator compensation process can avoid vehicle instability caused by excessive speed compensation, thereby improving vehicle stability.

[0160] The above technical solution determines the target vehicle parameters, including the current speed, the current rack position of the rear wheel steering gear, yaw rate, and steering wheel angle, when the vehicle's current speed is less than or equal to a first preset speed. When the vehicle's current speed is greater than the first preset speed, the target vehicle parameters, including the current speed, the current rack position of the rear wheel steering gear, lateral acceleration, and tire slip angle, are determined. By using the vehicle's current speed, parameters that significantly affect the vehicle's direction can be identified. Therefore, the rack position compensation amount can be determined based on the different vehicle parameters corresponding to the current speed, improving the accuracy of the rack position compensation. Furthermore, the target rack sub-position is obtained through smoothing. By smoothing the compensation process of the front wheel actuator, vehicle instability caused by excessively rapid speed compensation can be avoided, improving vehicle stability and thus enhancing driving safety.

[0161] It should be understood that the above examples are provided to help those skilled in the art understand the embodiments of this application, and are not intended to limit the embodiments of this application to the specific values ​​or scenarios illustrated. Those skilled in the art can obviously make various equivalent modifications or changes based on the above examples, and such modifications or changes also fall within the scope of the embodiments of this application.

[0162] The vehicle control method provided by the embodiments of this application has been described in detail above with reference to Figures 1 to 4; the device embodiments of this application will be described in detail below with reference to Figures 5 and 6. It should be understood that the device in the embodiments of this application can execute the various methods of the foregoing embodiments of this application, that is, the specific working process of the various products below can be referred to the corresponding process in the foregoing method embodiments.

[0163] Figure 5 is a schematic diagram of the structure of a vehicle control device provided in an embodiment of this application.

[0164] For example, as shown in FIG5, the vehicle control device 500 includes:

[0165] Acquisition module 510: used to acquire the vehicle's current speed and the current rack position of the front wheel steering gear if a rear wheel steering fault is detected; Determination module 520: used to determine the target vehicle parameters corresponding to the current speed based on the vehicle's current speed; Calculation module 530: used to determine the rack position compensation amount of the front wheel steering gear based on the target vehicle parameters; Control module 540: used to obtain the target rack position of the front wheel steering gear based on the rack position compensation amount and the current rack position, so that the front wheels of the vehicle can steer based on the target rack position.

[0166] In one possible implementation, the determining module 520 is specifically used to: if the current speed of the vehicle is less than or equal to a first preset speed, determine the target vehicle parameters including the current speed, the current rack position of the rear wheel steering gear, the yaw rate and the steering wheel angle; if the current speed of the vehicle is greater than the first preset speed, determine the target vehicle parameters including the current speed, the current rack position of the rear wheel steering gear, the lateral acceleration and the tire slip angle.

[0167] In one possible implementation, the calculation module 530 is specifically used to: determine the adjustment coefficients of each parameter in the target parameters based on the current speed; obtain the rack position compensation amount based on the sum of the products of the current speed and the adjustment coefficients corresponding to the current speed, the products of the current rack position of the rear wheel steering gear and the adjustment coefficients corresponding to the current rack position of the rear wheel steering gear, the products of the yaw rate and the adjustment coefficients corresponding to the yaw rate, and the products of the steering wheel angle and the adjustment coefficients corresponding to the steering wheel angle; and obtain the rack position compensation amount based on the sum of the products of the current speed and the adjustment coefficients corresponding to the current speed, the products of the current rack position of the rear wheel steering gear and the adjustment coefficients corresponding to the current rack position of the rear wheel steering gear, the products of the lateral acceleration and the adjustment coefficients corresponding to the lateral acceleration, and the products of the tire slip angle and the adjustment coefficients corresponding to the tire slip angle.

[0168] In one possible implementation, the adjustment coefficient corresponding to the current speed is negatively correlated with the current speed, and the adjustment coefficient corresponding to the current rack position of the rear wheel steering gear is negatively correlated with the current speed.

[0169] In one possible implementation, when the vehicle's current speed is less than or equal to a first preset speed, the adjustment coefficient corresponding to the yaw rate is positively correlated with the current speed, and the adjustment coefficient corresponding to the steering wheel angle is positively correlated with the current speed.

[0170] In one possible implementation, when the vehicle's current speed is greater than a first preset speed, the adjustment coefficient corresponding to the lateral acceleration is negatively correlated with the current speed, and the adjustment coefficient corresponding to the tire slip angle is positively correlated with the current speed.

[0171] In one possible implementation, the vehicle control device 500 further includes a steering module, which is specifically used to: obtain a target rack sub-position based on the rack position compensation amount and the target rack position; and control the front wheel steering gear based on the target rack sub-position to move the front wheel steering gear from the current rack position to the target rack position.

[0172] In one possible implementation, the steering module is specifically used to: acquire multiple compensation moments and smoothing parameters of the front wheel steering gear; wherein the smoothing parameters are negatively correlated with the moving speed, and the moving speed is used to indicate the speed at which the gear moves from the current rack position to the target rack position; and based on each compensation moment, smoothing parameters, rack position compensation amount and target rack position, obtain the target rack sub-position at each compensation moment.

[0173] In one possible implementation, the steering module is specifically used to: obtain the rack adjustment position at each compensation time based on each compensation time, smoothing parameters, and rack position compensation amount; and determine the difference between the target rack position and the rack adjustment position at each compensation time as the target rack sub-position at each compensation time.

[0174] In one possible implementation, the steering module is specifically used to: obtain the adjustment coefficient based on each compensation time and the smoothing parameter; and determine the rack adjustment position at each compensation time by multiplying the adjustment coefficient by the rack position compensation amount.

[0175] In one possible implementation, the acquisition module 510 is specifically used to: if a rear wheel steering failure of the vehicle is detected, acquire the opening of the vehicle's accelerator pedal; and determine the current speed of the vehicle based on the opening of the accelerator pedal.

[0176] In one possible implementation, the acquisition module 510 is specifically used to: determine the vehicle's requested speed based on the opening of the accelerator pedal; if the requested speed is less than or equal to a second preset speed, use the requested speed as the current speed; if the requested speed is greater than the second preset speed, use the second preset speed as the current speed.

[0177] In one possible implementation, if a rear-wheel steering failure is detected, the determination module 520 is further configured to: output a prompt message, the prompt message being used to indicate a rear-wheel steering failure of the vehicle.

[0178] It should be noted that the aforementioned vehicle control device 500 is embodied in the form of a functional unit. The term "module" here can be implemented in software and / or hardware, without specific limitations.

[0179] For example, a "module" can be a software program, a hardware circuit, or a combination of both that implements the above functions. The hardware circuit may include an application-specific integrated circuit (ASIC), electronic circuitry, a processor (e.g., a shared processor, a proprietary processor, or a group processor) and memory for executing one or more software or firmware programs, integrated logic circuitry, and / or other suitable components that support the described functions.

[0180] Therefore, the units of the various examples described in the embodiments of this application 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.

[0181] Figure 6 is a structural schematic diagram of a vehicle provided in an embodiment of this application.

[0182] For example, vehicle 600 and vehicle 100 in Figure 1 represent the same vehicle.

[0183] For example, as shown in FIG6, the vehicle 600 includes a memory 610 and a processor 620, wherein the memory 610 stores executable program code 630, and the processor 620 is used to call and execute the executable program code 630 to perform a vehicle control method.

[0184] For example, the memory 610 can be used to store related programs of the vehicle control method provided in the embodiments of this application; the processor 620 can call the related programs of the vehicle control method stored in the memory 610 to execute the vehicle control method of the embodiments of this application; for example, if a rear wheel steering failure of the vehicle is detected, the current speed of the vehicle and the current rack position of the front wheel steering gear are obtained; based on the current speed of the vehicle, the target vehicle parameters corresponding to the current speed are determined; based on the target vehicle parameters, the rack position compensation amount of the front wheel steering gear is determined; based on the rack position compensation amount and the current rack position, the target rack position of the front wheel steering gear is obtained, so that the front wheels of the vehicle can steer based on the target rack position.

[0185] This embodiment can divide the device into functional modules based on the above method example. For example, each module can correspond to a separate function, or two or more functions can be integrated into one processing module. The integrated module can be implemented in hardware. It should be noted that the module division in this embodiment is illustrative and only represents one logical functional division. In actual implementation, there may be other division methods.

[0186] When each functional module is divided according to its corresponding function, the device may further include an acquisition module, a determination module, a calculation module, and a control module. It should be noted that all relevant content regarding the steps involved in the above method embodiments can be referenced to the functional descriptions of the corresponding functional modules, and will not be repeated here.

[0187] It should be understood that the device provided in this embodiment is used to execute the above-described vehicle control method, and therefore can achieve the same effect as the above-described implementation method.

[0188] When using an integrated unit, the device may include a processing module and a storage module. When the device is applied to a vehicle, the processing module can be used to control and manage the vehicle's movements. The storage module can be used to support the vehicle in executing relevant program code.

[0189] The processing module may be a processor or a controller, which can implement or execute various exemplary logic blocks, modules, and circuits shown in conjunction with the disclosure of this application. The processor may also be a combination of functions that implement computing capabilities, such as a combination of one or more microprocessors, a combination of digital signal processing (DSP) and a microprocessor, etc., and the storage module may be a memory.

[0190] In addition, the device provided in the embodiments of this application may specifically be a chip, component or module. The chip may include a connected processor and a memory. The memory is used to store instructions. When the processor calls and executes the instructions, the chip can execute a vehicle control method provided in the above embodiments.

[0191] This application also provides a computer-readable storage medium storing computer program code, which, when run on a computer, causes the computer to execute the aforementioned method steps to implement a vehicle control method provided in the above embodiments. The computer-readable storage medium may include, but is not limited to, any type of disk, including floppy disks, optical disks, Digital Video Discs (DVDs), Compact Disc Read-Only Memory (CD-ROMs), microdrives, and magneto-optical disks, read-only memory (ROMs), random access memory (RAMs), erasable programmable read-only memory (EPROMs), electrically erasable programmable read-only memory (EEPROMs), dynamic random access memory (DRAMs), video random access memory (VRAMs), flash memory devices, magnetic cards or optical cards, nanosystems (including molecular memory ICs), or any type of medium or device suitable for storing instructions and / or data.

[0192] This application also provides a computer program product that, when run on a computer, causes the computer to perform the aforementioned related steps to implement a vehicle control method provided in the above embodiments.

[0193] The vehicle, computer-readable storage medium, computer program product or chip provided in this application are all used to execute the corresponding methods provided above. Therefore, the beneficial effects that can be achieved can be referred to the beneficial effects of the corresponding methods provided above, and will not be repeated here.

[0194] Through the above description of the embodiments, those skilled in the art will understand that, for the sake of convenience and brevity, only the division of the above functional modules is used as an example. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0195] In the embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of modules or 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 device, 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 devices or units may be electrical, mechanical, or other forms.

[0196] 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 vehicle control method in which, The method includes: If a rear wheel steering malfunction is detected, obtain the vehicle's current speed and the current rack position of the front wheel steering gear; Based on the current speed of the vehicle, determine the target vehicle parameters corresponding to the current speed; Based on the target vehicle parameters, determine the rack position compensation amount of the front wheel steering system; Based on the rack position compensation amount and the current rack position, the target rack position of the front wheel steering gear is obtained so that the front wheels of the vehicle can steer based on the target rack position.

2. The method of claim 1, wherein, Determining the target vehicle parameters corresponding to the current speed based on the current speed of the vehicle includes: If the current speed of the vehicle is less than or equal to the first preset speed, the target vehicle parameters are determined to include the current speed, the current rack position of the rear wheel steering gear, the yaw rate, and the steering wheel angle. If the current speed of the vehicle is greater than the first preset speed, the target vehicle parameters are determined to include the current speed, the current rack position of the rear wheel steering gear, the lateral acceleration, and the tire slip angle.

3. The method of claim 2, wherein, The method further includes: Based on the current speed, determine the adjustment coefficients for each parameter in the target parameters; If the current speed of the vehicle is less than or equal to the first preset speed, determining the rack position compensation amount of the front wheel steering system based on the target vehicle parameters includes: The rack position compensation amount is obtained by summing the products of the current speed and the adjustment coefficient corresponding to the current speed, the current rack position of the rear wheel steering gear and the adjustment coefficient corresponding to the current rack position of the rear wheel steering gear, the yaw rate and the adjustment coefficient corresponding to the yaw rate, and the steering wheel angle and the adjustment coefficient corresponding to the steering wheel angle. If the current speed of the vehicle is greater than the first preset speed, determining the rack position compensation amount of the front wheel steering system based on the target vehicle parameters includes: The rack position compensation amount is obtained by summing the products of the current speed and the adjustment coefficient corresponding to the current speed, the current rack position of the rear wheel steering gear and the adjustment coefficient corresponding to the current rack position of the rear wheel steering gear, the lateral acceleration and the adjustment coefficient corresponding to the lateral acceleration, and the tire slip angle and the adjustment coefficient corresponding to the tire slip angle.

4. The method of claim 3, wherein, The adjustment coefficient corresponding to the current speed is negatively correlated with the current speed, and the adjustment coefficient corresponding to the current rack position of the rear wheel steering gear is negatively correlated with the current speed.

5. The method of claim 3 or 4, wherein, If the current speed of the vehicle is less than or equal to the first preset speed, the adjustment coefficient corresponding to the yaw rate is positively correlated with the current speed, and the adjustment coefficient corresponding to the steering wheel angle is positively correlated with the current speed.

6. The method of any one of claims 3 to 5, wherein, If the current speed of the vehicle is greater than the first preset speed, the adjustment coefficient corresponding to the lateral acceleration is negatively correlated with the current speed, and the adjustment coefficient corresponding to the tire slip angle is positively correlated with the current speed.

7. The method of any one of claims 1 to 6, wherein, The method further includes: Based on the rack position compensation amount and the target rack position, the target rack sub-position is obtained; The front wheel steering is controlled based on the target rack position to move the front wheel steering from the current rack position to the target rack position.

8. The method of claim 7, wherein, The step of obtaining the target rack sub-position based on the rack position compensation amount and the target rack position includes: Multiple compensation moments and smoothing parameters of the front wheel steering system are obtained; wherein the smoothing parameters are negatively correlated with the moving speed, which is used to indicate the speed at which the front wheel steering system moves from the current rack position to the target rack position. Based on each compensation time, smoothing parameters, rack position compensation amount, and target rack position, the target rack sub-position at each compensation time is obtained.

9. The method of claim 8, wherein, The process of obtaining the target rack sub-position at each compensation time based on each compensation time, smoothing parameters, rack position compensation amount, and target rack position includes: Based on the compensation time, the smoothing parameter, and the rack position compensation amount, the rack adjustment position at each compensation time is obtained; The difference between the target rack position and the rack adjustment position at each compensation time is determined as the target rack sub-position at each compensation time.

10. The method of claim 9, wherein, The step of obtaining the rack adjustment position at each compensation time based on the compensation time, the smoothing parameter, and the rack position compensation amount includes: Based on the compensation time and the smoothing parameters, the adjustment coefficient is obtained; The product of the adjustment coefficient and the rack position compensation amount is used to determine the rack adjustment position at each compensation time.

11. The method of any one of claims 1 to 10, wherein, If a rear-wheel steering malfunction is detected, obtaining the vehicle's current speed includes: If a rear wheel steering failure is detected in the vehicle, the opening of the accelerator pedal of the vehicle is obtained; The current speed of the vehicle is determined based on the opening of the accelerator pedal.

12. The method of claim 11, wherein, Determining the vehicle's current speed based on the accelerator pedal opening includes: The requested speed of the vehicle is determined based on the opening of the accelerator pedal; If the request speed is less than or equal to the second preset speed, the request speed shall be taken as the current speed; If the requested speed is greater than the second preset speed, the second preset speed shall be used as the current speed.

13. The method of any one of claims 1 to 12, wherein, If a rear-wheel steering failure is detected in the vehicle, the method further includes: Output a prompt message, which is used to indicate a rear wheel steering malfunction in the vehicle.

14. A vehicle, wherein, The vehicles include: Memory, used to store executable program code; A processor is configured to call and run the executable program code from the memory, causing the vehicle to perform the vehicle control method as described in any one of claims 1 to 13.

15. A computer readable storage medium, wherein, The computer-readable storage medium stores a computer program that, when executed, implements the vehicle control method as described in any one of claims 1 to 13.

Images