Steer-by-wire auxiliary braking method and device

Abstract

The invention provides a steer-by-wire auxiliary braking method and device, and solves the problem that short-distance vehicle braking cannot be realized in the prior art. Based on a separation state between a vehicle steering wheel and a steering wheel in an automobile linear control steering system, a feedforward control algorithm and a PID (Proportion Integration Differentiation) control algorithm are combined, so that the short-distance braking of the vehicle aiming at different vehicle driving working conditions is realized. According to the method, the driving risk of the vehicle is effectively reduced, the driving safety of the vehicle is improved, the accident rate is further reduced, and good operation stability, driving smoothness and vehicle safety in the driving process of the vehicle are guaranteed.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle steering, and in particular to a wire-controlled steering auxiliary braking method and device. Background Art

[0002] With the development and innovation of autonomous driving technology, automobile steering systems are also constantly changing. Wire-controlled steering technology is at the forefront of the times. It is a key technology necessary for autonomous vehicles to achieve path tracking and obstacle avoidance. Wire-controlled steering technology can improve the degree of control over the vehicle, bring higher driving freedom, and significantly improve the stability and safety of the vehicle.

[0003] The automotive steer-by-wire technology eliminates the mechanical connection between the steering wheel and the steering wheel, completely getting rid of the constraints of mechanical parts, and instead uses electrical signals to connect the steering wheel and the steering wheel, that is, steering is achieved through electrical energy. Even though it is very different from the traditional mechanical steering system, the steer-by-wire system still has the advantages that the traditional steering system should have. Using electrical energy to achieve steering will make it easier to achieve steering, and it can even optimize the angle transfer characteristics that are difficult to achieve with a mechanical steering system. In a steer-by-wire system, when the driver operates the car, the sensor converts the received signal into an electrical signal. In theory, any steering intention can be achieved without being constrained by mechanical mechanisms. Therefore, steer-by-wire is known as the most advanced steering system technology currently.

[0004] Automobile braking technology has always been the top priority of automobile safety. In the traditional mechanical steering system, the steering wheel and the steering wheel are connected through mechanical components, and the two are always in a coupled state. If some safety guarantees are not directly taken for automobile braking through brakes and other aspects, the braking distance of the car cannot be shortened, because the traditional mechanical steering system itself does not have the function of shortening the braking distance.

[0005] In the wire steering system, since there is no mechanical connection between the steering wheel and the steering wheel, the two are always in an uncoupled state, that is, separated state, and both have a high degree of freedom. If the steering wheel is called the upper turning part, the steering wheel is called the lower turning part. When the car is driving, if it is detected that the vehicle is in a braking state, the wire steering power motor can be driven by the control algorithm to make the tire swing slightly left and right, that is, there will be a slight swing when turning downward. At this time, the braking force will increase and the braking distance will be shortened. The current traditional mechanical steering system cannot achieve this function. Summary of the invention

[0006] The present invention provides a wire-controlled steering auxiliary braking method and device to solve the problem in the prior art that short-distance vehicle braking cannot be achieved.

[0007] In a first aspect, the present invention provides a wire-controlled steering assisted braking method, which specifically comprises the following steps:

[0008] Step S1, obtaining the current vehicle speed, longitudinal acceleration, ABS (Anti-lock Braking System) braking signal, yaw angular velocity and vehicle structural parameters according to the vehicle's sensors;

[0009] Step S2, judging whether the vehicle is in a braking state according to the longitudinal acceleration and the ABS braking information; when the longitudinal acceleration is less than zero and it is detected that the ABS braking signal flag is reached, the vehicle is in a braking state and step S3 is executed; otherwise, the vehicle is not in a braking state and whether the vehicle is in a braking state is judged again;

[0010] Step S3, calculating the road surface parameters and the corrected speed, longitudinal acceleration and yaw rate according to the vehicle structural parameters, the current speed, longitudinal acceleration and yaw rate of the vehicle in combination with the vehicle dynamics model;

[0011] Step S4, identifying and judging the current driving condition of the vehicle, and calculating the steering angle amplitude and steering frequency that the front wheels need to compensate for according to the road surface parameters and the corrected speed and longitudinal acceleration; and calculating the steering angle swing center that the front wheels need to compensate for according to the corrected yaw angular velocity and the vehicle's working condition;

[0012] Step S5: According to the steering angle amplitude, steering angle frequency and steering angle swing center that need to be compensated for the front wheel, the steering angle parameters of the vehicle are controlled through a feedforward control algorithm and a PID control algorithm.

[0013] Preferably, in step S1, the vehicle speed, longitudinal acceleration and yaw angular velocity of the vehicle are collected by a vehicle speed sensor, a longitudinal acceleration sensor and a yaw angular velocity sensor respectively.

[0014] Preferably, in step S1, the structural parameters of the vehicle include but are not limited to structural parameters such as vehicle weight and wheelbase.

[0015] Preferably, in step S3, the road surface parameters include but are not limited to road surface parameters such as road surface adhesion coefficient.

[0016] Preferably, in step S3, the road surface parameters and the corrected speed, longitudinal acceleration and yaw rate are calculated by a parameter estimation method based on the vehicle structural parameters, the vehicle's current speed, longitudinal acceleration and yaw rate, in combination with a vehicle dynamics model.

[0017] More preferably, the parameter estimation method includes but is not limited to one or more of least squares method, extended Kalman filter, unscented Kalman filter, particle filter and adaptive filter.

[0018] Preferably, in step S4, the current driving condition of the vehicle is identified and judged based on the corrected speed, longitudinal acceleration and yaw angular velocity. When the corrected speed, longitudinal acceleration and yaw angular velocity are within a preset threshold range, the current driving condition of the vehicle is a straight driving condition; otherwise, the current driving condition of the vehicle is a turning driving condition.

[0019] Among them, in step S4, the calculation of the swing center is only related to the vehicle speed, yaw angular velocity and longitudinal acceleration, and has nothing to do with whether it is a turning or straight driving condition.

[0020] Preferably, in step S5, according to the steering angle amplitude, steering angle frequency and steering angle swing center that need to be compensated for the front wheel, the control of the steering angle parameters of the front wheel of the vehicle is completed through a feedforward control algorithm and a PID control algorithm, which specifically includes the following steps:

[0021] Step S501, forming a rack position control instruction by calculating the angle amplitude, angle frequency and angle swing center that need to be compensated for the front wheel through a feedforward control algorithm and a PID control algorithm;

[0022] Step S502: According to the rack position control instruction and the current actual position of the rack, a rack speed control instruction is formed by calculation through a feedforward control algorithm and a PID control algorithm;

[0023] Step S503, forming a torque control instruction by calculating through a PID control algorithm according to the rack speed control instruction and the current actual rack speed;

[0024] Step S504: transmitting the torque control command to the vehicle steering motor, and controlling the steering angle amplitude, steering angle frequency and steering angle swing center of the front wheels of the vehicle through the vehicle steering motor.

[0025] In a second aspect, the present invention further provides a wire-controlled steering auxiliary braking device, which specifically includes the following modules:

[0026] The data acquisition module is used to obtain the current vehicle speed, longitudinal acceleration, ABS braking signal, yaw rate and vehicle structural parameters according to the vehicle's sensors;

[0027] A braking state detection module is used to determine whether the vehicle is in a braking state according to the longitudinal acceleration and the ABS braking information. When the longitudinal acceleration is less than zero and it is detected that the ABS braking signal flag is reached, the vehicle is in a braking state and the turning angle parameter calculation module is executed; otherwise, the vehicle is not in a braking state and a new determination is made as to whether the vehicle is in a braking state.

[0028] A parameter processing module, for calculating the road surface parameters and the corrected speed, longitudinal acceleration and yaw rate according to the vehicle structure parameters, the current speed, longitudinal acceleration and yaw rate of the vehicle, in combination with the vehicle dynamics model;

[0029] The compensation angle parameter calculation module identifies and determines the current driving condition of the vehicle, and calculates the angle amplitude and angle frequency that the front wheel needs to compensate according to the road surface parameters and the corrected speed and longitudinal acceleration; and calculates the angle swing center that the front wheel needs to compensate according to the corrected yaw angular velocity and the vehicle's working condition;

[0030] The brake compensation control module is used to control the vehicle's front wheel steering angle parameters through a feedforward control algorithm and a PID control algorithm according to the steering angle amplitude, steering frequency and steering angle swing center that need to be compensated for the front wheel.

[0031] Preferably, in the data acquisition module, the vehicle speed, longitudinal acceleration and yaw angular velocity of the vehicle are acquired by a vehicle speed sensor, a longitudinal acceleration sensor and a yaw angular velocity sensor respectively.

[0032] Preferably, in the data acquisition module, the structural parameters of the vehicle include but are not limited to structural parameters such as vehicle weight and wheelbase.

[0033] Preferably, in the parameter processing module, the road surface parameters include but are not limited to road surface parameters such as road surface adhesion coefficient.

[0034] Preferably, in the parameter processing module, the road surface parameters and the corrected speed, longitudinal acceleration and yaw rate are calculated by a parameter estimation method based on the vehicle structural parameters, the vehicle's current speed, longitudinal acceleration and yaw rate, in combination with the vehicle dynamics model.

[0035] More preferably, the parameter estimation method includes but is not limited to one or more of least squares method, extended Kalman filter, unscented Kalman filter, particle filter and adaptive filter.

[0036] Preferably, in the compensation angle parameter calculation module, the current driving condition of the vehicle is identified and judged based on the corrected speed, longitudinal acceleration and yaw angular velocity. When the corrected speed, longitudinal acceleration and yaw angular velocity are within a preset threshold range, the current driving condition of the vehicle is a straight driving condition; otherwise, the current driving condition of the vehicle is a turning driving condition.

[0037] Among them, in the compensation angle parameter calculation module, the calculation of the swing center is only related to the vehicle speed, yaw angular velocity and longitudinal acceleration, and has nothing to do with whether it is a turning or straight driving condition.

[0038] Preferably, the brake compensation control module specifically includes the following submodules:

[0039] The first submodule of brake compensation control is used to calculate the rack position control instruction through a feedforward control algorithm and a PID control algorithm according to the steering angle amplitude, steering angle frequency and steering angle swing center that need to be compensated for the front wheel;

[0040] The second submodule of the brake compensation control is used to calculate the rack speed control instruction through the feedforward control algorithm and the PID control algorithm according to the rack position control instruction and the current actual position of the rack;

[0041] The third submodule of the brake compensation control is used to calculate the torque control instruction through the PID control algorithm according to the rack speed control instruction and the current actual rack speed;

[0042] The fourth submodule of the brake compensation control is used to transmit the torque control command to the vehicle steering motor, and complete the control of the vehicle front wheel angle amplitude, angle frequency and angle swing center through the vehicle steering motor.

[0043] In a third aspect, the present invention further provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements a wire-controlled steering assisted braking method as described in any one of the first aspects of the present application.

[0044] In a fourth aspect, the present invention further provides an electronic device, comprising: a memory storing a computer program; and a processor communicatively connected to the memory, for executing a wire-controlled steering assisted braking method described in any one of the first aspects of the present application when the computer program is called.

[0045] Compared with the prior art, the present invention has the following obvious outstanding substantive features and significant advantages:

[0046] The present invention provides a wire-controlled steering auxiliary braking method and device, which solves the problem that short-distance vehicle braking cannot be achieved in the prior art. Based on the separation state between the vehicle steering wheel and the steering wheel in the automotive linear control steering system, combined with the feedforward control algorithm and the PID control algorithm, short-distance braking of the vehicle is achieved for different vehicle driving conditions. The risk of vehicle driving is effectively reduced, the safety of vehicle driving is improved, and the accident rate is reduced, ensuring good handling stability, driving smoothness and vehicle safety during driving. BRIEF DESCRIPTION OF THE DRAWINGS

[0047] The accompanying drawings, which constitute part of the present invention, are used to provide a further understanding of the present invention. The exemplary embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute improper limitations on the present invention. In the accompanying drawings:

[0048] Figure 1 It is a flow chart of a wire-controlled steering assisted braking method according to a preferred embodiment of the present invention.

[0049] Figure 2 A brake signal detection module diagram according to an embodiment of the present application is shown.

[0050] Figure 3 A schematic diagram of a wire-controlled assisted braking control according to an embodiment of the present application is shown.

[0051] Figure 4 It is a structural schematic diagram of a wire-controlled steering auxiliary brake device according to a preferred embodiment of the present invention. DETAILED DESCRIPTION

[0052] The present invention provides a wire-controlled steering auxiliary braking method and device. In order to make the purpose, technical solution and effect of the present invention clearer and more specific, the present invention is further described in detail with reference to the accompanying drawings and examples. It should be understood that the specific embodiments described herein are only used to explain the present invention and are not used to limit the present invention.

[0053] It should be noted that the terms "first", "second", etc. in the specification and claims of the present invention and the above-mentioned drawings are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequence. It should be understood that the data used in this way can be interchanged under appropriate circumstances. In addition, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusions. For example, a process, method, system, product or device that includes a series of steps or units is not necessarily limited to those steps or units clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0054] Embodiment 1:

[0055] like Figure 1-Figure 3 As shown, the wire-controlled steering auxiliary braking method described in this embodiment specifically includes the following steps:

[0056] Step S1, according to the vehicle's sensors, obtaining the vehicle's current speed, longitudinal acceleration, ABS brake signal, yaw angular velocity and vehicle structural parameters; wherein the vehicle's speed, longitudinal acceleration and yaw angular velocity are respectively acquired by a vehicle speed sensor, a longitudinal acceleration sensor and a yaw angular velocity sensor; the vehicle's structural parameters include but are not limited to structural parameters such as vehicle weight and wheelbase.

[0057] Step S2, judging whether the vehicle is in a braking state according to the longitudinal acceleration and the ABS braking information; when the longitudinal acceleration is less than zero and it is detected that the ABS braking signal flag is reached, the vehicle is in a braking state and step S3 is executed; otherwise, the vehicle is not in a braking state and whether the vehicle is in a braking state is judged again.

[0058] Step S3, according to the vehicle structural parameters, the current speed, longitudinal acceleration and yaw rate of the vehicle, in combination with the vehicle dynamics model, calculate the road surface parameters and the corrected speed, longitudinal acceleration and yaw rate; wherein the road surface parameters include but are not limited to road surface parameters such as road adhesion coefficient.

[0059] Among them, the road surface parameters and the corrected speed, longitudinal acceleration and yaw angular velocity are calculated by a parameter estimation method; the parameter estimation method includes but is not limited to one or more of the least squares method, extended Kalman filter, unscented Kalman filter, particle filter and adaptive filter.

[0060] Step S4, identifying and judging the current driving condition of the vehicle, and calculating the steering angle amplitude and steering frequency that need to be compensated for the front wheels according to the road surface parameters and the corrected speed and longitudinal acceleration; and calculating the steering angle swing center that needs to be compensated for the front wheels according to the corrected yaw angular velocity and the vehicle's working condition.

[0061] The current driving condition of the vehicle is identified and judged according to the corrected speed, longitudinal acceleration and yaw rate. When the corrected speed, longitudinal acceleration and yaw rate are within the preset threshold range, the current driving condition of the vehicle is a straight driving condition. Otherwise, the current driving condition of the vehicle is a turning driving condition. The calculation of the swing center is only related to the vehicle speed, yaw rate and longitudinal acceleration, and has nothing to do with whether it is a turning or straight driving condition.

[0062] Step S5: According to the steering angle amplitude, steering angle frequency and steering angle swing center that need to be compensated for the front wheel, the steering angle parameters of the vehicle are controlled through a feedforward control algorithm and a PID control algorithm.

[0063] Optionally, in step S5, according to the steering angle amplitude, steering angle frequency and steering angle swing center that need to be compensated for the front wheel, the control of the vehicle front wheel steering angle parameters is completed through a feedforward control algorithm and a PID control algorithm, which specifically includes the following steps:

[0064] Step S501: According to the steering angle amplitude, steering angle frequency and steering angle swing center that need to be compensated for the front wheel, a rack position control instruction is calculated through a feedforward control algorithm and a PID control algorithm.

[0065] Step S502: According to the rack position control instruction and the current actual position of the rack, a rack speed control instruction is formed by calculation through a feedforward control algorithm and a PID control algorithm.

[0066] Step S503: According to the rack speed control instruction and the current actual rack speed, a torque control instruction is calculated through a PID control algorithm.

[0067] Step S504: transmitting the torque control command to the vehicle steering motor, and controlling the steering angle amplitude, steering angle frequency and steering angle swing center of the vehicle front wheels through the vehicle steering motor.

[0068] First, the vehicle driving conditions are identified, which are roughly divided into two types: the former is the straight driving condition and the latter is the turning driving condition. When the front wheel angle, yaw rate and lateral acceleration signals are within the threshold range, the vehicle is in the straight driving condition; when the steering wheel angle, yaw rate and lateral acceleration signals exceed the set threshold, the vehicle is in the turning driving condition.

[0069] When the vehicle is in a straight-ahead condition, once a braking signal is detected, the vehicle will be subjected to a braking force opposite to the vehicle's straight-ahead direction. At this time, the steer-by-wire system responds to the braking signal and calculates the steering angle amplitude and steering frequency that the front wheels need to compensate for based on the current longitudinal acceleration, vehicle speed, and road surface parameters, and calculates the steering center that the front wheels need to compensate for based on the yaw rate and the current vehicle condition.

[0070] When the vehicle is in a turning condition, such as turning right, once the braking signal is detected, the vehicle will be subjected to two directions of force, the lateral braking force to the left, and the longitudinal braking force to the rear, which synthesizes the braking force to the left and rear, reducing the yaw rate. At this time, the steer-by-wire system responds to the braking signal, calculates the angle amplitude and frequency that the front wheels need to compensate according to the current longitudinal acceleration, vehicle speed and road parameters, and calculates the angular swing center that the front wheels need to compensate according to the yaw rate and the current working condition of the vehicle.

[0071] When the vehicle is in a straight or turning driving condition, the amplitude, corner frequency and corner swing center of the front wheel braking compensation required are determined based on the vehicle speed, longitudinal acceleration and yaw angular velocity. By adopting the feedforward control algorithm and PID control algorithm, the power steering motor of the drive-by-wire steer system controls the front wheel angle to compensate for the braking. After the tire swings left and right, the resistance of the vehicle's straight driving is increased, which plays a damping role. The vehicle is subjected to incremental braking force and the braking distance is shortened.

[0072] Embodiment 2:

[0073] like Figure 4 As shown, the wire-controlled steering auxiliary braking device described in this embodiment specifically includes the following modules:

[0074] The data acquisition module is used to obtain the current vehicle speed, longitudinal acceleration, ABS brake signal, yaw angular velocity and vehicle structural parameters according to the vehicle's sensors; wherein the vehicle speed, longitudinal acceleration and yaw angular velocity are respectively acquired by a vehicle speed sensor, a longitudinal acceleration sensor and a yaw angular velocity sensor; the vehicle structural parameters include but are not limited to structural parameters such as vehicle weight and wheelbase.

[0075] The braking state detection module is used to judge whether the vehicle is in a braking state according to the longitudinal acceleration and the ABS braking information. When the longitudinal acceleration is less than zero and it is detected that the ABS braking signal flag is reached, the vehicle is in a braking state and the turning angle parameter calculation module is executed; otherwise, the vehicle is not in a braking state and a re-judgment is made as to whether the vehicle is in a braking state.

[0076] A parameter processing module is used to calculate the road surface parameters and the corrected speed, longitudinal acceleration and yaw rate according to the vehicle structural parameters, the vehicle's current speed, longitudinal acceleration and yaw rate, in combination with the vehicle dynamics model; preferably, in the parameter processing module, the road surface parameters include but are not limited to road surface parameters such as road adhesion coefficient.

[0077] Among them, according to the vehicle structural parameters, the vehicle's current speed, longitudinal acceleration and yaw rate, combined with the vehicle dynamics model, the road surface parameters and the corrected speed, longitudinal acceleration and yaw rate are calculated by a parameter estimation method; the parameter estimation method includes but is not limited to one or more of the least squares method, extended Kalman filter, unscented Kalman filter, particle filter and adaptive filter.

[0078] The compensation angle parameter calculation module identifies and determines the current driving condition of the vehicle, and calculates the angle amplitude and angle frequency that the front wheel needs to compensate based on the road surface parameters and the corrected speed and longitudinal acceleration; and calculates the angle swing center that the front wheel needs to compensate based on the corrected yaw angular velocity and the vehicle's working condition.

[0079] Among them, the current driving condition of the vehicle is identified and judged according to the corrected speed, longitudinal acceleration and yaw angular velocity. When the corrected speed, longitudinal acceleration and yaw angular velocity are within the preset threshold range, the current driving condition of the vehicle is a straight driving condition. Otherwise, the current driving condition of the vehicle is a turning driving condition. The calculation of the swing center is only related to the vehicle speed, yaw angular velocity and longitudinal acceleration, and has nothing to do with whether it is a turning or straight driving condition.

[0080] The brake compensation control module is used to control the vehicle's front wheel steering angle parameters through a feedforward control algorithm and a PID control algorithm according to the steering angle amplitude, steering frequency and steering angle swing center that need to be compensated for the front wheel.

[0081] The brake compensation control module specifically includes the following submodules:

[0082] The first submodule of the brake compensation control is used to calculate the rack position control instruction through a feedforward control algorithm and a PID control algorithm according to the steering angle amplitude, steering angle frequency and steering angle swing center that need to be compensated for the front wheel.

[0083] The second submodule of the brake compensation control is used to calculate, according to the rack position control instruction and the current actual position of the rack, through a feedforward control algorithm and a PID control algorithm to form a rack speed control instruction.

[0084] The third submodule of the brake compensation control is used to calculate the torque control instruction through the PID control algorithm according to the rack speed control instruction and the current actual rack speed.

[0085] The fourth submodule of the brake compensation control is used to transmit the torque control command to the vehicle steering motor, and complete the control of the vehicle front wheel angle amplitude, angle frequency and angle swing center through the vehicle steering motor.

[0086] The specific embodiments of the present invention are described in detail above, but they are only examples, and the present invention is not limited to the specific embodiments described above. For those skilled in the art, any equivalent modifications and substitutions made to the present invention are also within the scope of the present invention. Therefore, the equalization changes and modifications made without departing from the spirit and scope of the present invention should be included in the scope of the present invention.

Claims

1. A wire-controlled steering-assisted braking method, characterized in that: The specific steps include: Step S1, obtaining the current vehicle speed, longitudinal acceleration, ABS brake signal, yaw rate and vehicle structural parameters according to the vehicle's sensors; Step S2, judging whether the vehicle is in a braking state according to the longitudinal acceleration and the ABS braking information, when the longitudinal acceleration is less than zero and it is detected that the ABS braking signal flag is reached, the vehicle is in a braking state and executing step S3; On the contrary, the vehicle is not in a braking state and whether the vehicle is in a braking state is re-determined; Step S3, calculating the road surface parameters and the corrected speed, longitudinal acceleration and yaw rate according to the vehicle structural parameters, the current speed, longitudinal acceleration and yaw rate of the vehicle in combination with the vehicle dynamics model; Step S4, identifying and judging the current driving condition of the vehicle, and calculating the steering angle amplitude and steering frequency that the front wheels need to compensate for according to the road surface parameters and the corrected speed and longitudinal acceleration; and calculating the steering angle swing center that the front wheels need to compensate for according to the corrected yaw angular velocity and the vehicle's working condition; Step S5: According to the steering angle amplitude, steering angle frequency and steering angle swing center that need to be compensated for the front wheel, the steering angle parameters of the vehicle are controlled through a feedforward control algorithm and a PID control algorithm.

2. A wire-controlled steering-assisted braking method according to claim 1, characterized in that: In step S1 , the vehicle speed, longitudinal acceleration and yaw angular velocity of the vehicle are collected by a vehicle speed sensor, a longitudinal acceleration sensor and a yaw angular velocity sensor respectively.

3. The method of wire-controlled steering-assisted braking according to claim 1, characterized in that: In step S1, the structural parameters of the vehicle include but are not limited to vehicle weight and wheelbase.

4. The method of wire-controlled steering-assisted braking according to claim 1, characterized in that: In step S3, the road surface parameters include but are not limited to the road surface adhesion coefficient; according to the vehicle structure parameters, the current speed, longitudinal acceleration and yaw rate of the vehicle, combined with the vehicle dynamics model, the road surface parameters and the corrected speed, longitudinal acceleration and yaw rate are calculated by parameter estimation method.

5. The method of wire-controlled steering-assisted braking according to claim 4, characterized in that: The parameter estimation method includes but is not limited to one or more of least squares method, extended Kalman filter, unscented Kalman filter, particle filter and adaptive filter.

6. The method of wire-controlled steering-assisted braking according to claim 1, characterized in that: In step S4, the current driving condition of the vehicle is identified and judged based on the corrected speed, longitudinal acceleration and yaw angular velocity. When the corrected speed, longitudinal acceleration and yaw angular velocity are within the preset threshold range, the current driving condition of the vehicle is a straight driving condition. Otherwise, the current driving condition of the vehicle is a turning driving condition.

7. The method of wire-controlled steering-assisted braking according to claim 1, characterized in that: In step S5, according to the steering angle amplitude, steering angle frequency and steering angle swing center that need to be compensated for the front wheel, the control of the vehicle front wheel steering angle parameters is completed through a feedforward control algorithm and a PID control algorithm, which specifically includes the following steps: Step S501, forming a rack position control instruction by calculating the angle amplitude, angle frequency and angle swing center that need to be compensated for the front wheel through a feedforward control algorithm and a PID control algorithm; Step S502: According to the rack position control instruction and the current actual position of the rack, a rack speed control instruction is formed by calculation through a feedforward control algorithm and a PID control algorithm; Step S503, forming a torque control instruction by calculating through a PID control algorithm according to the rack speed control instruction and the current actual rack speed; Step S504: transmitting the torque control command to the vehicle steering motor, and controlling the steering angle amplitude, steering angle frequency and steering angle swing center of the vehicle front wheels through the vehicle steering motor.

8. A wire-controlled steering auxiliary brake device, characterized in that: The modules include: The data acquisition module is used to obtain the current vehicle speed, longitudinal acceleration, ABS braking signal, yaw rate and vehicle structural parameters according to the vehicle's sensors; A braking state detection module is used to determine whether the vehicle is in a braking state according to the longitudinal acceleration and the ABS braking information. When the longitudinal acceleration is less than zero and it is detected that the ABS braking signal flag is reached, the vehicle is in a braking state and the turning angle parameter calculation module is executed; otherwise, the vehicle is not in a braking state and a new determination is made as to whether the vehicle is in a braking state. A parameter processing module, for calculating the road surface parameters and the corrected speed, longitudinal acceleration and yaw rate according to the vehicle structure parameters, the current speed, longitudinal acceleration and yaw rate of the vehicle, in combination with the vehicle dynamics model; The compensation angle parameter calculation module identifies and determines the current driving condition of the vehicle, and calculates the angle amplitude and angle frequency that the front wheel needs to compensate according to the road surface parameters and the corrected speed and longitudinal acceleration; and calculates the angle swing center that the front wheel needs to compensate according to the corrected yaw angular velocity and the vehicle's working condition; The brake compensation control module is used to control the vehicle's front wheel steering angle parameters through a feedforward control algorithm and a PID control algorithm according to the steering angle amplitude, steering frequency and steering angle swing center that need to be compensated for the front wheel.

9. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the method for assisted braking by wire steering is implemented as described in any one of claims 1 to 7.

10. An electronic device, characterized in that: The invention comprises a memory, a processor and a computer program stored in the memory and executable on the processor, wherein when the processor executes the computer program, a wire-controlled steering-assisted braking method as described in any one of claims 1 to 7 is implemented.

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