Method and device for controlling driving equipment, driving equipment and computer program product

Abstract

The invention is suitable for the technical field of intelligent driving, and provides a method and device for controlling driving equipment, the driving equipment and a computer program product.The method comprises the steps that under the condition that an auxiliary steering function of the driving equipment is activated, the current driving torque, the current braking pressure, the compensation driving torque and the compensation braking pressure of the driving equipment are obtained; according to the current driving torque and the compensation driving torque, a driving torque is redistributed to a driving motor of the driving equipment; and according to the current brake pressure and the compensation brake pressure, the brake pressure of the driving equipment is adjusted, the control accuracy during vehicle steering is improved, the adaptability of the driving equipment to different working conditions is improved, the driving experience of a user is improved, and the comfort and safety of the vehicle are enhanced.

Description

Technical Field

[0001] The present application belongs to the field of intelligent driving technology, and in particular relates to a method and apparatus for controlling a driving device, a driving device, and a computer program product. Background Art

[0002] Currently, long-wheelbase vehicles are popular among consumers for their spacious interiors. However, their larger turning radius and limited steering flexibility deter some consumers. Existing methods for controlling driving devices (primarily vehicle steering control) on the market primarily include steering structure improvements and power motor control. For steering structure improvements, vehicle steering can be achieved by configuring a rear-wheel steering system or increasing the maximum steering angle of the front wheels. However, configuring a rear-wheel steering system is expensive. Increasing the maximum steering angle of the front wheels is limited by layout space and component load, and requires early implementation, resulting in high optimization costs later. For power motor control, vehicle steering can be achieved using a four-motor solution (for pivoting and turning), or a dual-motor solution (for off-road turning, including braking both the outer and inner rear wheels). However, the four-motor solution is costly. Both the four-motor pivoting and turning solutions, as well as the dual-motor off-road turning solution, require manual activation after parking, limiting their use and resulting in noticeable tire wear, burning tire odor, and ground friction noise, resulting in a poor user experience. Summary of the Invention

[0003] The embodiments of the present application provide a method, apparatus, driving device, and computer program product for controlling a driving device, which can solve technical problems existing in existing methods for controlling a driving device, such as high cost, layout restrictions, early implementation requirements, high cost for later optimization, limited frequency of use, and poor user experience.

[0004] In a first aspect, an embodiment of the present application provides a method for controlling a driving device, comprising:

[0005] When an auxiliary steering function of the driving device is activated, obtaining a current driving torque, a current braking pressure, a compensation driving torque, and a compensation braking pressure of the driving device;

[0006] reallocating driving torque to a driving motor of the driving device according to the current driving torque and the compensation driving torque;

[0007] The brake pressure of the driving device is adjusted according to the current brake pressure and the compensation brake pressure.

[0008] In a possible implementation of the first aspect, the method further includes:

[0009] When the assisted steering function of the driving device is in an on state, obtaining a value of a vehicle state parameter of the driving device; the vehicle state parameter includes at least a steering wheel angle of the driving device and / or a vehicle speed of the driving device;

[0010] Whether to activate the auxiliary steering function is determined according to the value of the vehicle state parameter.

[0011] In a possible implementation of the first aspect, the drive motor includes a front motor and / or a rear motor, and the redistributing the drive torque to the drive motor of the driving device according to the current drive torque and the compensation drive torque includes:

[0012] superimposing the current driving torque and the compensation driving torque to obtain a first target driving torque; wherein the value of the compensation driving torque increases linearly from the first compensation driving torque value to the target compensation driving torque value;

[0013] The first target driving torque is distributed to the front motor and / or the rear motor according to a preset distribution rule.

[0014] In a possible implementation of the first aspect, distributing the first target driving torque to the front motor and / or the rear motor according to a preset distribution rule includes:

[0015] The first target driving torque is preferentially distributed to the front motor, and after the capacity limit of the front motor is reached, the remaining driving torque is distributed to the rear motor.

[0016] In a possible implementation of the first aspect, the current brake pressure includes the current brake pressure of the outer front and rear wheels and the current brake pressure of the inner front and rear wheels;

[0017] The adjusting the brake pressure of the driving device according to the current brake pressure and the compensation brake pressure includes:

[0018] Maintain the current brake pressure of the outer front and rear wheels unchanged, and adjust the brake pressure of the inner front and rear wheels to a target brake pressure, wherein the target brake pressure is obtained by superimposing the compensation brake pressure and the current brake pressure of the inner front and rear wheels, and the value of the compensation brake pressure increases linearly from a first compensation brake pressure value to a target compensation brake pressure value.

[0019] In a possible implementation of the first aspect, after maintaining the current brake pressure of the outer front and rear wheels unchanged and adjusting the brake pressure of the inner front and rear wheels to the target brake pressure, the method further includes:

[0020] Monitor brake pedal depth signal;

[0021] When a change in the brake pedal depth signal is detected, the current driving torque is adjusted based on the brake pedal depth signal to maintain the current brake pressure unchanged.

[0022] In a possible implementation of the first aspect, when a change in the brake pedal depth signal is detected, adjusting the current driving torque based on the brake pedal depth signal to maintain the current brake pressure unchanged includes:

[0023] determining a first driving torque adjustment amount based on the brake pedal depth signal when it is determined that a brake energy recovery function of the driving device is activated;

[0024] subtracting the first driving torque adjustment amount from the current driving torque to obtain a second target driving torque;

[0025] The current driving torque is adjusted to the second target driving torque.

[0026] In a possible implementation of the first aspect, the method further includes:

[0027] When it is determined that the brake energy recovery function of the driving device is not activated, determining a second driving torque adjustment amount according to current driving operation parameters; wherein the driving operation parameters include any one or more of the following: vehicle speed, slope, accelerator pedal depth signal, and brake pedal depth signal;

[0028] The current driving torque is adjusted based on the second driving torque adjustment amount.

[0029] In a possible implementation of the first aspect, the method further includes:

[0030] When it is determined that the driving device exits the assisted steering function, gradually decaying the compensation driving torque to 0 to obtain a second target driving torque;

[0031] The second target driving torque is distributed to the front motor and / or the rear motor according to an initial distribution rule.

[0032] In a possible implementation of the first aspect, the method further includes:

[0033] When it is determined that the driving device exits the assisted steering function, gradually decaying the compensation brake pressure to 0 according to a fourth slope;

[0034] In the process of gradually decaying the compensation brake pressure to 0 according to the fourth slope, the brake pressure of the inner front and rear wheels is switched to the brake pedal request value.

[0035] In a second aspect, an embodiment of the present application provides an apparatus for controlling a driving device, comprising:

[0036] an acquisition module, configured to acquire, when an auxiliary steering function of the driving device is activated, a current driving torque, a current braking pressure, a compensated driving torque, and a compensated braking pressure of the driving device;

[0037] a torque adjustment module, configured to reallocate driving torque to a driving motor of the driving device according to the current driving torque and the compensation driving torque;

[0038] The pressure adjustment module is used to adjust the braking pressure of the driving device according to the current braking pressure and the compensation braking pressure.

[0039] In a third aspect, an embodiment of the present application provides a driving device comprising 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, the method for controlling the driving device described in any one of the first aspects above is implemented.

[0040] In a fourth aspect, an embodiment of the present application provides a computer-readable storage medium, wherein the computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the method for controlling a driving device described in any one of the first aspects above is implemented.

[0041] In a fifth aspect, an embodiment of the present application provides a computer program product, which, when executed on a driving device, enables the driving device to execute the method for controlling a driving device described in any one of the first aspects above.

[0042] Compared with the prior art, the embodiments of the present application have the following advantages: when the auxiliary steering function of the driving device is activated (also referred to as being in the auxiliary steering mode), the current driving torque, current braking pressure, compensated driving torque and compensated braking pressure of the driving device are obtained; the driving torque is redistributed to the driving motor of the driving device according to the current driving torque and the compensated driving torque; and the braking pressure of the driving device is adjusted according to the current braking pressure and the compensated braking pressure. Among them, the redistribution of driving torque to the driving motor of the driving device according to the current driving torque and the compensated driving torque, and the adjustment of the braking pressure of the driving device according to the current braking pressure and the compensated braking pressure, achieve precise control of the driving torque and braking pressure of the vehicle in the auxiliary steering mode, and improve the steering accuracy of the vehicle during steering. In addition, the vehicle can dynamically change the driving and braking distribution strategy according to different driving conditions and steering requirements, so that the vehicle can better complete the steering operation under various complex road conditions and driving scenarios, improve the adaptability of the control driving device to different working conditions, and broaden the application scenarios of the vehicle's auxiliary steering function. Moreover, the above-mentioned precise control of driving torque and braking pressure, as well as good adaptability to working conditions, all directly affect the user's driving experience. When operating the vehicle steering, the driver can feel that the vehicle's response is more sensitive and stable, and the steering process is smoother. There will be no jamming caused by insufficient power when steering, or a sense of loss of control of the vehicle caused by excessive power, nor will there be a sense of frustration caused by unreasonable braking. This significantly improves the user's driving experience and enhances the comfort and safety of the vehicle.

[0043] It can be understood that the beneficial effects of the second to fifth aspects mentioned above can be found in the relevant description of the first aspect mentioned above, and will not be repeated here. BRIEF DESCRIPTION OF THE DRAWINGS

[0044] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following briefly introduces the drawings required for use in the embodiments or descriptions of the prior art. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0045] Figure 1 This is a flow chart of a method for controlling a driving device provided in one embodiment of the present application;

[0046] Figure 2 Schematic diagram of the structure of the driving control device provided in an embodiment of the present application;

[0047] Figure 3 It is a structural diagram of the driving device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0048] In the following description, specific details such as specific system structures and techniques are provided for purposes of illustration rather than limitation to facilitate a thorough understanding of the embodiments of the present application. However, it will be apparent to those skilled in the art that the present application may be implemented in other embodiments without these specific details. In other cases, detailed descriptions of well-known systems, devices, circuits, and methods are omitted to avoid obscuring the description of the present application with unnecessary detail.

[0049] It should be understood that when used in the present specification and the appended claims, the term "comprising" indicates the presence of described features, integers, steps, operations, elements and / or components, but does not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components and / or collections thereof.

[0050] It will also be understood that the term "and / or" used in this specification and the appended claims refers to and includes any and all possible combinations of one or more of the associated listed items.

[0051] As used in this specification and the appended claims, the term "if" can be interpreted as "when" or "upon" or "in response to determining" or "in response to detecting," depending on the context. Similarly, the phrase "if it is determined" or "if [described condition or event] is detected" can be interpreted as meaning "upon determination" or "in response to determining" or "upon detection of [described condition or event]" or "in response to detecting [described condition or event]," depending on the context.

[0052] In addition, in the description of the present application specification and the appended claims, the terms "first", "second", "third", etc. are only used to distinguish the descriptions and cannot be understood as indicating or implying relative importance.

[0053] References to "one embodiment" or "some embodiments" in this specification mean that a particular feature, structure, or characteristic described in conjunction with that embodiment is included in one or more embodiments of the present application. Thus, phrases such as "in one embodiment," "in some embodiments," "in other embodiments," and "in other embodiments" appearing in various places in this specification do not necessarily refer to the same embodiment, but rather mean "one or more but not all embodiments," unless otherwise specifically emphasized. The terms "including," "comprising," "having," and variations thereof all mean "including but not limited to," unless otherwise specifically emphasized.

[0054] Currently, long-wheelbase vehicles are popular among consumers for their spacious interiors. However, these vehicles also come with a larger turning radius and limited steering flexibility, which deters some consumers. Existing methods for controlling driving devices on the market primarily involve steering structure improvements and power motor control.

[0055] Among them, the steering structure improvement category includes configuring a rear-wheel steering system and increasing the maximum steering angle of the front wheels.

[0056] Configuring a rear-wheel steering system: This system is mostly used in high-end models where users are less price-sensitive. OEMs can quickly address shortcomings by configuring this system, but the system is expensive and difficult to popularize on ordinary models.

[0057] Increasing the maximum front wheel steering angle: This approach is suitable for new vehicle development. OEMs can achieve this by adjusting component integration and layout. However, due to space constraints and component load limitations, the improvement is limited. Furthermore, this approach must be implemented early in the project, after vehicle integration and layout are finalized, leading to significant cost increases.

[0058] The power motor control category includes: four-motor solution (U-turn on the spot), four-motor solution (compass U-turn), dual-motor solution (off-road U-turn - braking the outer rear wheel) and dual-motor solution (off-road U-turn - braking the inner rear wheel).

[0059] Four-motor solution (on-the-spot U-turn): Utilizing independent control of four motors, the two inner wheels are driven in reverse and the two outer wheels are driven forward, enabling the vehicle to rotate in place around a center point, achieving the smallest turning radius. However, this solution causes significant tire wear, produces a burning tire odor, and rubbing noise, resulting in a poor user experience. Furthermore, manual activation on the user interface after parking the vehicle is required, making it infrequent and expensive.

[0060] The four-motor solution (compass turn) locks the inside front wheel, reverse drives the inside rear wheel, and forward drives the two outside wheels, causing the vehicle to rotate around the inside front wheel. This is particularly useful for parallel parking and allows for a smaller turning radius. However, it also suffers from issues such as excessive tire wear, odor, and noise. It requires manual activation, has limited use, and is costly.

[0061] The dual-motor solution (off-road U-turn - braking the outer rear wheel) brakes the outer rear wheel, reverse-driving the inner rear wheel and forward-driving both front wheels, allowing the vehicle to steer around the outer rear wheel. This solution is relatively low-cost, but struggles to function properly on high-grip surfaces and is more suitable for unpaved roads. Its use is limited, requiring manual activation while the vehicle is parked, and its frequency of use is low.

[0062] The dual-motor solution (off-road U-turn - braking the inner rear wheel) brakes the inner rear wheel, driving the remaining three wheels in a forward direction, steering the vehicle around the inner rear wheel. This solution is low-cost and works on both high- and low-grip surfaces. However, activation is demanding, requiring the vehicle to be parked, select the activation scenario on the screen, and then activate by pressing the accelerator. Once activated, the vehicle has a low speed limit and automatically deactivates upon pressing the brake, resulting in low actual usage.

[0063] In summary, existing solutions have technical problems such as high cost, layout restrictions, early implementation requirements, high cost of later optimization, limited frequency of use, and poor user experience.

[0064] To solve the above problems, Figure 1 It is a flowchart of a method for controlling a driving device provided in one embodiment of the present application.

[0065] S101 , when an auxiliary steering function of a driving device is activated, obtaining a current driving torque, a current braking pressure, a compensated driving torque, and a compensated braking pressure of the driving device.

[0066] The assisted steering function refers to a technical feature that actively intervenes in the vehicle's drive and braking systems during steering to improve the vehicle's steering performance. Specifically, when the vehicle detects a specific steering requirement (such as a large-angle turn, a low-speed U-turn, or steering on a narrow road), the function automatically activates and calculates and outputs compensatory drive torque and compensatory brake pressure by obtaining real-time vehicle driving parameters (such as steering wheel angle, vehicle speed, and road adhesion coefficient).

[0067] The activation of the assisted steering function of the driving device is typically triggered by conditions such as a steering wheel angle exceeding a threshold (e.g., ≥90°) and a vehicle speed ≤ a set value (e.g., ≤30 km / h), with the goal of reducing the turning radius. In other words, the assisted steering function of the driving device is activated when the steering wheel angle of the driving device exceeds the angle threshold and / or the vehicle speed of the driving device is less than or equal to a preset speed threshold.

[0068] It is understood that when the assisted steering function of the driving device is activated, the assisted steering function in the driving device should be in the on state. When the assisted steering function in the driving device is in the off state, the assisted steering function will not be activated even if the steering wheel angle of the driving device exceeds the angle threshold and / or the vehicle speed of the driving device is less than or equal to the preset speed threshold. It is understood that the driving device has a switch corresponding to the assisted steering function. When the switch is in the on state, it means that the assisted steering function is on, and when the switch is in the off state, it means that the assisted steering function is off.

[0069] The current driving torque represents the real-time output torque of the driving motor of the driving device when the assisted steering function is activated, including basic torques such as the driver's throttle request torque and creep torque.

[0070] The driving motor may be a front motor, a rear motor, or a combination of the front motor and the rear motor.

[0071] Among them, the current brake pressure represents the real-time brake pressure of the vehicle brake system of the driving device when the assisted steering function is activated, including the pressure generated by the driver stepping on the brakes or the brake pressure triggered by other functions (such as energy recovery).

[0072] The compensatory driving torque refers to the additional driving torque added to cooperate with the braking operation, which is used to offset the total driving force loss caused by braking the inner wheel, and to generate a yaw moment through the torque difference between the inner and outer wheels to assist steering.

[0073] Among them, the compensatory braking pressure refers to the additional braking pressure applied to the inner wheel of the turn (such as the left wheel when turning left). By increasing the resistance of the inner wheel, a torque difference is formed with the driving force of the outer wheel, forcing the vehicle to have an oversteering tendency and reduce the turning radius. Generally speaking, the greater the steering wheel angle, the higher the compensatory braking pressure is required to increase the resistance of the inner wheel and help the vehicle achieve a smaller radius of steering. In addition, the vehicle's driving speed, when the speed is faster, in order to ensure the stability and effectiveness of the steering, the compensatory braking pressure will also be adjusted accordingly. There is also the adhesion coefficient of the road surface. On roads with a low adhesion coefficient (such as icy and snowy roads), the compensatory braking pressure will be appropriately reduced to prevent the inner wheel from locking.

[0074] Among them, the compensatory driving torque and the compensatory braking pressure work together to generate yaw torque, helping the vehicle achieve a smaller turning radius and more flexible steering response, while improving stability and safety during the steering process, alleviating the steering inflexibility caused by the vehicle's large wheelbase and large turning radius, and optimizing the user's driving experience.

[0075] In an embodiment of the present application, when the driving device determines to activate the auxiliary steering function (such as large-angle turns, U-turns, etc.) through sensor signals such as the steering wheel angle and vehicle speed, the vehicle control system performs the following operations: Obtain the current driving torque, that is, the torque value currently output by each drive motor, reflecting the current power output state of the vehicle. Obtain the current braking pressure to reflect the current braking strength of the vehicle. Calculate the required compensatory driving torque based on the preset compensatory driving torque calculation method, that is, the additional superimposed driving torque increment, which is used to offset the speed loss caused by braking or increase the yaw moment. At the same time, calculate the required compensatory braking pressure based on the preset compensatory braking pressure calculation method, that is, the additional braking pressure increment applied to the inner wheel of the turn, to generate a yaw moment that prompts the vehicle to turn.

[0076] S102 : reallocating driving torque to a driving motor of the driving device according to the current driving torque and the compensation driving torque.

[0077] Drive torque adjustment dynamically adjusts the total output torque of the drive motors by superimposing compensation torque based on the current driving state and steering requirements. Drive torque distribution optimizes power utilization by rationally allocating the total drive torque to each wheel drive motor for multi-motor vehicles based on factors such as vehicle steering characteristics, center of gravity distribution, and motor capabilities.

[0078] S103: Adjust the braking pressure of the driving device according to the current braking pressure and the compensation braking pressure.

[0079] In this embodiment, the compensating brake pressure is added to the current brake pressure of the inner wheel to form a new brake pressure value, thereby increasing the resistance of the inner wheel. This, in conjunction with the driving force of the outer wheel, generates a yaw moment to assist the vehicle in steering. Meanwhile, the outer wheel brake pressure remains unchanged during this process.

[0080] In an embodiment of the present application, when the assisted steering function of the driving device is activated (also referred to as being in assisted steering mode), the current driving torque, current braking pressure, compensated driving torque, and compensated braking pressure of the driving device are obtained; based on the current driving torque and the compensated driving torque, the driving torque is redistributed to the driving motor of the driving device; and based on the current braking pressure and the compensated braking pressure, the braking pressure of the driving device is adjusted. Redistributing the driving torque to the driving motor of the driving device based on the current driving torque and the compensated driving torque, and adjusting the braking pressure of the driving device based on the current braking pressure and the compensated braking pressure, achieves precise control of the driving torque and braking pressure of the vehicle in assisted steering mode, thereby improving the steering accuracy of the vehicle during steering. In addition, the vehicle can dynamically change the driving and braking distribution strategy according to different driving conditions and steering requirements, so that the vehicle can better complete the steering operation under various complex road conditions and driving scenarios, improve the adaptability of the control driving device to different working conditions, and broaden the application scenarios of the vehicle's assisted steering function. Moreover, the above-mentioned precise control of driving torque and braking pressure, as well as good adaptability to working conditions, all directly affect the user's driving experience. When operating the vehicle steering, the driver can feel that the vehicle's response is more sensitive and stable, and the steering process is smoother. There will be no jamming caused by insufficient power when steering, or a sense of loss of control of the vehicle caused by excessive power, nor will there be a sense of frustration caused by unreasonable braking. This significantly improves the user's driving experience and enhances the comfort and safety of the vehicle.

[0081] In an optional embodiment, the method further includes: when the assisted steering function of the driving device is in an on state, obtaining the value of a vehicle state parameter of the driving device; the vehicle state parameter includes at least the steering wheel angle of the driving device, and / or the vehicle speed of the driving device; and determining whether to activate the assisted steering function based on the value of the vehicle state parameter.

[0082] In an embodiment of the present application, a switch is arranged in a place where the user can reach, which can be a screen soft switch or a physical button switch. When the vehicle control system is started, the controller identifies the switch state (on / off) of the intelligent assisted steering function by collecting the state of the switch and decides whether to enter the function activation mode. For example, if the user turned off the assisted driving function when driving last time, the assisted driving function will be kept off by default after the driving device is started this time. In this case, the user can trigger the assisted driving switch to turn on, and the driving device will turn on the assisted driving function in response to the user's turning on operation when detecting the user-triggered turning-on operation. When the assisted driving switch is on, that is, after the assisted driving function is turned on, the driving device can determine whether to activate the assisted steering function based on the vehicle state. Among them, the assisted steering function will be activated only when the following conditions are met at the same time: the switch state is on, the driving device is in forward gear, the speed of the driving device is lower than the preset speed threshold, and the steering wheel angle is greater than or equal to the angle threshold.

[0083] In an optional embodiment, the drive motor includes a front motor and / or a rear motor, and S102 redistributes the drive torque to the drive motor of the driving device according to the current drive torque and the compensation drive torque, specifically including:

[0084] Step a1: superimpose the current driving torque and the compensation driving torque to obtain a first target driving torque; wherein the value of the compensation driving torque increases linearly from the first compensation driving torque value to the target compensation driving torque value.

[0085] The front motor includes but is not limited to the front wheel motor and the front axle motor, and the rear motor includes but is not limited to the rear wheel motor and the rear axle motor.

[0086] The current driving torque is determined based on the monitored accelerator pedal depth signal, vehicle speed, slope, etc.

[0087] In the embodiment of the present application, when the assisted steering function is activated, the vehicle control system performs the following operations:

[0088] First, the accelerator pedal position sensor (typically a Hall effect sensor or potentiometer) collects a real-time accelerator pedal depth signal (unit: %; 0% indicates no throttle, 100% indicates full throttle), denoted as α. The driver's throttle torque request, Tpedal, is calculated based on a pre-calibrated mapping (e.g., Tpedal = k·α, where k is the torque gain factor). This value is the core component of the current driving torque. This accelerator torque request, Tpedal, can be either a torque request for acceleration with the accelerator pressed or a torque request for coasting energy regeneration with the accelerator released.

[0089] The current drive torque, Tdrive, is then determined based on the braking torque control program. This torque comprises the driver's direct torque request, Tpedal, via the accelerator pedal (including positive acceleration torque and negative coasting torque), the default torque request, Tcreep, generated by the vehicle's creep function (e.g., torque to maintain low speeds during idling), and the torque request, Tregen, generated by the energy recovery system during braking. This means Tdrive = Tpedal + Tcreep + Tregen, reflecting the vehicle's actual power output before assisted steering mode is activated.

[0090] In this embodiment, a compensating drive torque ΔT is introduced. The determined current drive torque Tdrive is added to the compensating drive torque ΔT, i.e., Ttarget1 = Tdrive + ΔT, to obtain the first target drive torque Ttarget1 (i.e., the total drive torque request value). This torque value comprehensively considers the vehicle's original power output and the additional power required for auxiliary steering, and will serve as an important basis for subsequent torque distribution and control of the drive system.

[0091] The compensating drive torque, ΔT, can be independently adjusted based on the needs of the Smart Steering function without affecting the functions of Tpedal, Tcreep, and Tregen. Therefore, by controlling the drive torque even when the user is not braking, the Smart Steering function can be activated normally regardless of whether the user is pressing the accelerator or not.

[0092] The compensatory driving torque ΔT is calculated according to a preset first slope. For example, the calculation formula for the compensatory driving torque ΔT is a linear function with a preset first slope. Based on the linear function, the compensatory driving torque ΔT at each moment can be calculated. The compensatory driving torque ΔT is calculated to meet the additional power requirements for assisted steering, such as providing sufficient torque differential to help the vehicle achieve a smaller radius of turn during a large angle turn.

[0093] For ease of understanding, let's use an example. Assume the current drive torque at time t1 is Tdrive1, the compensated drive torque at time t1 calculated based on a linear function is ΔT1, the current drive torque at time t2 is Tdrive2, and the compensated drive torque at time t2 calculated based on a linear function is ΔT2. For torque superposition, at time t1, the first target drive torque = Tdrive1 + ΔT1; at time t2, the first target drive torque = Tdrive2 + ΔT2.

[0094] In the embodiment of the present application, since the value of the compensation driving torque increases linearly, the value of the first target driving torque also shows an increasing trend in the process of superimposing the current driving torque and the compensation driving torque. For example, the current driving torque is A, and the compensation driving torque to be compensated is the target compensation driving torque value. Then the value of the compensation driving torque can be gradually increased so that the value of the compensation driving torque increases linearly from the first compensation driving torque value B1 to the target compensation driving torque value BX. Then the value of the target compensation driving torque also gradually increases from A+B1 to A+BX.

[0095] In the embodiment of the present application, the yaw torque required when the vehicle is turning (used to reduce the turning radius) is generally approximately linearly related to parameters such as the steering wheel angle and the vehicle speed. For example, the greater the steering wheel angle, the greater the required torque difference between the inner and outer wheels, and △T needs to be linearly increased to provide sufficient yaw torque; the higher the vehicle speed, the greater the vehicle inertia, and the linear increase in △T is required to offset the steering resistance caused by inertia. The linear function can make the compensation torque and the steering demand grow linearly synchronously, avoiding the imbalance of vehicle dynamics caused by sudden torque changes (such as a sudden increase in torque causing tire slip or body swing). In addition, the linear increase in △T means that the torque change rate (slope) is constant, and the drive system output transitions smoothly, which can effectively reduce the impact load of mechanical components such as motors, reducers, and drive shafts, extend the life of the hardware, and at the same time avoid the frustration of occupants in the vehicle caused by sudden torque changes, thereby improving comfort.

[0096] Step a2: Distribute the first target driving torque to the front motor and / or the rear motor according to a preset distribution rule.

[0097] In the intelligent assisted steering function, the distribution strategy of the first target driving torque is dynamically adjusted according to the vehicle driving form, motor capacity and steering requirements, and can include the following three situations.

[0098] In the first case, torque is allocated only to the front motor (front-wheel drive priority mode). This applies to front-wheel drive vehicles with a single motor, distributing 100% of the first target drive torque to the front motor. This approach leverages the front motor's quick response and generates an auxiliary yaw moment by increasing torque on the outer front wheel (for example, increasing torque on the right front wheel when turning right) in conjunction with braking pressure on the inner front wheel, enhancing steering agility.

[0099] The second mode allocates torque only to the rear motor (Rear-Wheel Drive Priority mode). This mode is suitable for rear-wheel drive vehicles with a single motor, distributing 100% of the first target drive torque to the rear motor. By increasing torque on the outer rear wheel (for example, increasing torque on the left rear wheel when turning left) and combining this with braking pressure on the inner rear wheel, a stable steering torque is generated, making it particularly useful for high-speed lane changes or on slippery roads.

[0100] In the third scenario, the front and rear motors are allocated torque simultaneously. This is applicable to dual-motor / multi-motor four-wheel drive vehicles. The first target driving torque is preferentially allocated to the front motor. After the capacity limit of the front motor is reached, the remaining driving torque is allocated to the rear motor. Through the differentiated torque output of the front and rear motors (such as increasing the torque of the left front and left rear wheels when turning left), combined with the braking pressure of the inner wheel, a stronger yaw moment is generated, significantly improving steering performance.

[0101] For the third case, since the power distribution logic of most driving devices gives priority to the front motor to undertake the driving task, the first target driving torque can be allocated to the front motor first. When the capacity limit of the front motor is reached, the rear motor is enabled to bear the remaining torque. By transferring part of the torque to the front motor, the power output characteristics of the front motor can be better utilized to assist steering. Therefore, it is necessary to transfer part of the torque to the front motor at a certain rate. For example, when the front motor assumes the main driving task (such as 80% torque) and the front motor reaches its capacity limit (such as a maximum output of 200Nm), the rear motor intervenes to supplement the remaining torque.

[0102] The intelligent assisted steering function proposed in this application is widely adaptable and can be seamlessly applied to various pure electric and hybrid vehicles with various drivetrain configurations, including rear-wheel drive single motor, front-wheel drive single motor, front and rear dual motors, three motors, and four motors. For vehicles equipped with multiple motors, a "front motor priority" intelligent allocation strategy is followed: under normal operating conditions, the front motor is prioritized for output torque, leveraging its fast power response and high steering assist efficiency. When the steering demand exceeds the performance limit of the front motor (such as heavy load steering or continuous high torque output causing the motor to overheat), the rear motor is automatically triggered to work in conjunction. By dynamically allocating torque between the front and rear motors (for example, the front motor takes 70% of the torque and the rear motor supplements 30%), the steering assist effect is guaranteed while avoiding overloading of a single motor. This hierarchical drive logic not only optimizes the energy efficiency of the multi-motor system, but also improves the vehicle's power redundancy and handling stability in complex steering scenarios through precise torque distribution. It is particularly suitable for electric vehicles with longer wheelbases and heavier weights, allowing them to maintain flexible handling performance in conditions such as low-speed steering and hill-climbing steering, further expanding the practical application scenarios of the intelligent assisted steering function.

[0103] Optionally, a target compensating driving torque is pre-set, and after the current compensating driving torque reaches the target compensating driving torque, the current compensating driving torque is maintained unchanged. This ensures that the torque distributed to the front motor and / or the rear motor remains stable, ensuring the stability of the vehicle's power output during the assisted steering process and preventing sudden torque changes that affect the vehicle's driving state.

[0104] In an optional embodiment, the current brake pressure includes the current brake pressure of the outer front and rear wheels and the current brake pressure of the inner front and rear wheels. Then, S103 adjusts the brake pressure of the driving device according to the current brake pressure and the compensation brake pressure, specifically including:

[0105] Maintain the current brake pressure of the outer front and rear wheels unchanged, and adjust the brake pressure of the inner front and rear wheels to a target brake pressure, wherein the target brake pressure is obtained by superimposing the compensation brake pressure and the current brake pressure of the inner front and rear wheels, and the value of the compensation brake pressure increases linearly from a first compensation brake pressure value to a target compensation brake pressure value.

[0106] It should be noted that the outer front and rear wheels and the inner front and rear wheels in the embodiments of the present application are relative concepts. Taking the vehicle turning left as an example, the front wheels and rear wheels on the right are both outer wheels, and the front wheels and rear wheels on the left are both inner wheels. When the vehicle turns right, the front wheels on the left and the rear wheels on the left are both outer wheels, and the front wheels and rear wheels on the right are both inner wheels.

[0107] In an embodiment of the present application, the driving device may be equipped with one or more sensors, such as a brake pressure sensor. For example, each wheel may be configured with a brake pressure sensor for real-time monitoring of the wheel's brake pressure. After detecting the wheel's brake pressure, the brake pressure sensor may transmit the detected data to the driving device. When the assisted steering function is activated, for the outer front and rear wheels, the driving device may obtain the current brake pressure of the outer front and rear wheels through the corresponding brake pressure sensors. During the activation of the assisted steering function, unless the driver operates the brake pedal again to change the brake pressure, or other safety-related systems of the vehicle (such as the emergency brake assist system) intervene and adjust the brake pressure due to special circumstances, the current outer front and rear wheel brake pressure will not be actively increased or decreased.

[0108] Among them, the current brake pressure of the outer front and rear wheels may include the pressure generated by the driver stepping on the brake pedal, as well as the sum of the pressures applied by other brake-related functions of the vehicle (such as the brake pressure generated when the electronic stability program ESC intervenes).

[0109] Optionally, it is necessary to continuously monitor the brake pressure of the outer front and rear wheels to ensure that it maintains the pressure value level detected at the moment the assisted steering function is activated, so as to ensure the grip and driving stability of the outer wheels of the vehicle during the steering process, and avoid affecting the steering trajectory and driving safety of the vehicle due to changes in the brake pressure of the outer wheels.

[0110] In the embodiment of the present application, the brake pressure sensor installed on the vehicle collects the brake pressure of the inner front wheel and the inner rear wheel in real time (for example, when the vehicle turns left, the left front and rear wheels are the inner wheels; when turning right, the right front and rear wheels are the inner wheels). The current brake pressure of the inner front and rear wheels may include: the pressure transmitted to the inner wheel by the braking system, and the brake pressure acting on the inner wheel when other braking functions of the vehicle (such as the electronic stability program, brake force distribution system, etc.) are in operation.

[0111] In an embodiment of the present application, the compensation braking pressure △V is calculated according to a preset second slope. For example, the calculation formula of the compensation braking pressure △V is a linear function with a second slope set. Based on the linear function, the compensation braking pressure △V at each moment can be calculated.

[0112] For ease of understanding, let's use an example. Let's assume the current brake pressure of the inside front and rear wheels at time t1 is V1, and the compensated brake pressure at time t1 calculated using a linear function is ΔV1. Let's also assume the current brake pressure of the inside front and rear wheels at time t2 is V2, and the compensated brake pressure at time t2 calculated using a linear function is ΔV2. Based on the superposition of the brake pressures, at time t1, the target brake pressure = V1 + ΔV1; at time t2, the target brake pressure = V2 + ΔV2.

[0113] In the embodiment of the present application, when the vehicle turns, the actual turning radius of the inner wheel (such as the left wheel when turning left) is smaller than that of the outer wheel. In theory, the rotation speed needs to be reduced to match the turning trajectory. By increasing the braking pressure of the inner wheel (i.e., target braking pressure = current braking pressure + compensation braking pressure, it can be understood that if the braking pressure of the inner front and rear wheels is A at T1, then after compensation, the braking pressure of the inner front and rear wheels changes from A to target braking pressure), the braking torque of the inner wheel can be increased, forcing its rotation speed to decrease, forming a speed difference with the outer wheel. This speed difference works together with the driving torque of the outer wheel to generate a yaw moment (the rotational torque of the vehicle around the vertical axis), pushing the vehicle body to deflect in the turning direction, thereby reducing the turning radius of the entire vehicle. It is especially suitable for scenarios that require a small radius of steering, such as U-turns and parking on narrow roads.

[0114] In an embodiment of the present application, during assisted steering, compensating brake pressure is applied to the inner wheel (e.g., the left wheel during a left turn) to increase its braking resistance. This creates a torque differential with the driving force of the outer wheel, which in turn generates a yaw moment, prompting the vehicle to steer and effectively reducing the turning radius. Furthermore, the compensating brake pressure is calculated using a linear function with a preset slope based on real-time vehicle conditions, such as steering wheel angle, vehicle speed, and road adhesion coefficient. This allows precise adjustment of brake pressure to suit different steering conditions. For example, with greater steering wheel angle and higher vehicle speed, the compensating brake pressure increases accordingly, providing greater steering assistance. On low-adhesion surfaces, the compensating brake pressure is appropriately reduced to prevent locking and slipping of the inner wheel, ensuring safe and stable steering. Furthermore, the compensating brake pressure can be coordinated with the compensating driving torque, participating in the coordinated control of vehicle power and braking. During assisted steering, the two work together to maintain smooth driving, avoid jerking or loss of control caused by sudden changes in power or braking force, and enhance driving comfort and safety.

[0115] In an optional embodiment, after maintaining the current braking pressure of the outer front and rear wheels unchanged and adjusting the braking pressure of the inner front and rear wheels to the target braking pressure, the method further includes: monitoring a brake pedal depth signal; and when a change in the brake pedal depth signal is detected, adjusting the current driving torque based on the brake pedal depth signal to maintain the current braking pressure unchanged.

[0116] In an embodiment of the present application, a sensor mounted on the brake pedal (such as a Hall-effect displacement sensor or a potentiometer sensor) collects a real-time brake pedal depth signal during vehicle operation. This signal can be quantified into a value ranging from 0% to 100%, with 0% indicating the brake pedal is not depressed at all and 100% corresponding to the pedal being fully depressed. The sensor converts the collected signal into an electrical signal (such as a 0-5V voltage signal) and rapidly transmits it to the vehicle control system via the vehicle controller local area network. When the vehicle control system detects a change in the brake pedal depth signal, it immediately activates a dynamic torque adjustment mechanism. If the brake pedal is detected as depressed (increase in the signal value), the required reduction in driving torque can be calculated based on the change in the brake pedal depth signal, combined with parameters such as the current vehicle speed. By sending a torque adjustment command to the drive motor controller, the motor output torque is reduced, offsetting the deceleration trend caused by braking and preventing excessive vehicle deceleration caused by the superposition of braking and driving forces. Conversely, when the brake pedal is released (decreases in the signal value), the driving torque is increased accordingly, allowing the vehicle to smoothly return to normal driving.

[0117] During this process, the pressure sensor integrated in the brake line continuously monitors the current brake pressure. The vehicle control system uses a closed-loop control algorithm to compare the actual brake pressure with the target brake pressure in real time. Once a pressure deviation occurs, the drive torque is immediately fine-tuned to ensure that the brake pressure is always stable, thereby achieving coordinated control of the braking and drive systems and improving vehicle handling stability and driving comfort.

[0118] Optionally, when a change in the brake pedal depth signal is monitored, the current driving torque is adjusted based on the brake pedal depth signal to maintain the current braking pressure unchanged, including: when it is determined that the brake energy recovery function of the driving device is activated, determining a first driving torque adjustment amount based on the brake pedal depth signal; subtracting the current driving torque from the first driving torque adjustment amount to obtain a second target driving torque; and adjusting the current driving torque to the second target driving torque.

[0119] When the driver's braking energy regeneration function is activated, the drive torque is dynamically adjusted based on the brake pedal depth signal to achieve the driver's deceleration or acceleration requirements while maintaining constant four-wheel brake pressure. For example, if the pedal depth increases from 20% to 25%, the first drive torque adjustment (negative value) corresponding to the depth change (5%) is calculated. The additional deceleration is achieved by reducing the drive torque (i.e., adding negative torque), while the four-wheel brake pressure remains unchanged.

[0120] Through the above method, seamless connection between braking energy recovery and the driver's deceleration demand is achieved, energy efficiency is improved, vehicle posture fluctuations caused by changes in brake pressure are avoided, and driving stability is enhanced.

[0121] Optionally, the method also includes: when it is determined that the brake energy recovery function of the driving device is not activated, determining a second driving torque adjustment amount based on current driving operation parameters; wherein the driving operation parameters include any one or more of the following: vehicle speed, slope, accelerator pedal depth signal, brake pedal depth signal; and adjusting the current driving torque based on the second driving torque adjustment amount.

[0122] In this embodiment, when the braking energy regeneration function of the driving device is not activated, the system intelligently adjusts the drive torque based on multiple driving parameters to ensure that the vehicle's power output meets actual needs. First, the vehicle's state is comprehensively assessed. Abnormal motor temperature or the vehicle being in a special driving mode will disable the braking energy regeneration function. Parameters such as vehicle speed, slope, accelerator pedal depth signal, and brake pedal depth signal will become important factors in adjusting the drive torque. For example, when the vehicle is detected on an uphill slope, the system automatically increases the drive torque to help the vehicle climb smoothly. During high-speed cruising, the system appropriately reduces torque to reduce energy consumption. When the driver gently accelerates, the system responds with smooth torque output, providing a comfortable driving experience. However, if an urgent acceleration request is detected, the system quickly releases more torque to meet the power demand. Braking intensity is also accurately assessed. During light braking, the drive torque is only reduced to avoid unnecessary mechanical braking. During emergency braking, the drive torque is immediately cut off to ensure driving safety. By comprehensively analyzing these parameters, the second drive torque adjustment amount is calculated, and the current drive torque is dynamically adjusted accordingly to achieve a balance between power performance and driving experience in different driving scenarios.

[0123] In an optional embodiment, the method further includes: when it is determined that the driving device exits the assisted steering function, gradually decaying the compensatory driving torque to 0 to obtain a second target driving torque; and distributing the second target driving torque to the front motor and / or the rear motor according to an initial distribution rule.

[0124] In an embodiment of the present application, when the driving device determines that the assisted steering function has been exited, a gradual reduction of the compensatory drive torque and torque redistribution logic are implemented to ensure a smooth transition in vehicle power output and avoid sudden torque changes that could affect handling stability. First, the assisted steering function is confirmed to have been exited by monitoring trigger conditions such as a steering wheel angle return signal, vehicle speed changes, or an active shutdown function. At this point, the compensatory drive torque originally used for assisted steering (i.e., the additional power allocated to the outer wheels) is gradually reduced to eliminate the resulting yaw moment and return the vehicle to normal driving mode. Specifically, the compensatory drive torque is gradually reduced to zero according to a preset third slope. This process is implemented by a closed-loop algorithm within the drive motor controller, ensuring a linear decrease in torque output and avoiding vehicle jerking or posture deviation caused by sudden power interruptions. After the reduction is complete, the remaining second target drive torque (i.e., the initial drive torque, which includes basic power such as the driver's throttle request and creep torque) is redistributed to the front and / or rear motors according to the vehicle's default initial distribution rules. For front-wheel drive models, all torque is delivered to the front wheels; for rear-wheel drive models, the reverse is true; and for all-wheel drive models, torque is distributed according to the factory-calibrated front-to-rear torque ratio. Precise torque control logic ensures a seamless transition between assist functions and regular driving mode throughout the exit process, ensuring both comfort and safety.

[0125] In an optional embodiment, the method further includes: when it is determined that the driving device exits the assisted steering function, gradually decaying the compensating brake pressure to 0 according to a preset fourth slope; while the compensating brake pressure gradually decays to 0 according to the fourth slope, switching the braking pressure of the inner front and rear wheels to the brake pedal request value.

[0126] In an embodiment of the present application, when the driving device determines that the assisted steering function has been exited, a gradual decay of the compensatory brake pressure and a switching of the brake control logic are implemented to ensure a smooth transition of the vehicle's braking state to normal mode and avoid safety risks caused by sudden changes in braking force. First, the assisted steering function exit conditions are confirmed to be met by monitoring parameters such as the steering wheel return angle, vehicle speed change rate, or a driver-initiated shutdown command. At this point, the compensatory brake pressure (additional braking force used to assist steering) originally applied to the inside wheels (e.g., the left front and left rear wheels during a left turn) begins to decay according to a preset fourth slope (e.g., decreasing by 20% per second). During this decay, the brake pressure switching strategy is synchronously executed, and the brake pressures of the inside front and rear wheels gradually transition to the pressures directly requested by the driver by depressing the brake pedal. This process is specifically divided into three stages. In the first stage, the pressure synchronization stage, the difference between the current compensatory brake pressure and the brake pedal request pressure is compared. If the difference is less than a threshold (e.g., 5 bar), the system proceeds directly to the next stage. If the difference is larger, the system adjusts the pressure at a safe rate (e.g., 10 bar per second) to approach the pedal request value. In the second stage, the linear switching stage, while the compensating brake pressure decays according to the fourth slope, the braking control system transfers control from the auxiliary algorithm to the pedal request in a complementary proportion. For example, when the compensating pressure decays to 50% of the initial value, 50% of the braking pressure of the inner wheel comes from the algorithm calculation and 50% comes from the pedal request, ensuring a smooth transition of the braking force. In the third stage, the full switching stage, when the compensating brake pressure decays to 0, the braking pressure of the inner wheel is completely determined by the depth of the brake pedal and returns to the normal braking mode. At this time, the brake light status switches synchronously to ensure that the rear vehicle perceives the driver's braking intention. Through this refined pressure decay and switching mechanism, the vehicle can maintain steering stability when exiting the assisted steering function, while ensuring that the braking response is consistent with the driver's operating intention. Figure 1 To achieve a safe and comfortable driving experience.

[0127] In an optional embodiment, when the compensating braking pressure decays to 0 and the compensating driving torque decays to 0, the assisted steering mode is successfully exited; thereafter, the vehicle state parameters are reacquired, and it is determined whether to activate the assisted steering function based on the values of the vehicle state parameters.

[0128] In an embodiment of the present application, when it is monitored that the compensating brake pressure and the compensating driving torque have decayed to 0 according to the preset slope, it indicates that the driving device has successfully exited the assisted steering mode, and the vehicle power and braking system have completely returned to the normal control logic. At this time, the vehicle control system will start a new round of state parameter acquisition process to obtain key data such as steering wheel angle, vehicle speed, road adhesion coefficient, battery status, etc. in real time. These parameters are analyzed by the built-in algorithm to determine whether the activation conditions of the assisted steering function are met. If the parameters do not meet the conditions, the normal mode of operation is maintained. This loop mechanism ensures that the assisted steering function intervenes only when necessary, avoiding frequent starts and stops that affect the driving experience. At the same time, by dynamically evaluating the vehicle status, intelligent and scenario-based steering assistance control is realized, which improves driving convenience while ensuring driving safety.

[0129] In the embodiment of the present application, the above method can automatically determine and activate the assisted steering function in common driving scenarios such as vehicle creeping (such as low-speed parking), accelerating by pressing the accelerator, coasting energy recovery by releasing the accelerator, and decelerating by applying the brakes, based on the real-time collected parameters such as steering wheel angle, vehicle speed, and road adhesion coefficient. For example, when a large steering wheel rotation is detected and the vehicle speed is less than 30km / h (such as turning at a narrow intersection), the driving torque difference and brake pressure difference between the inner and outer wheels will be intelligently distributed to generate additional yaw torque to help the vehicle reduce the turning radius; when driving at high speeds, if a slight steering operation is detected, it will intervene in a more gentle manner to avoid affecting driving stability. This scenario-based intelligent activation mechanism not only retains the driver's full control of the vehicle, but also provides precise assistance when necessary, significantly improving driving convenience and safety. It is particularly suitable for scenarios such as complex urban road conditions and parking, and truly realizes an intelligent and non-intrusive human-machine collaborative driving experience.

[0130] In an embodiment of the present application, during the activation and exit process of the intelligent assisted steering function, when it is determined that the assisted steering function needs to be activated, the braking torque of the inner wheel and the driving torque of the outer wheel will be increased synchronously according to the first slope to avoid body shaking or forward rushing caused by torque mutation. During the torque increase process, it is necessary to compare the dynamic deviation of the driving torque and the braking torque in real time, and continuously adjust the driving torque output through a closed-loop feedback algorithm to ensure that the two are maintained in the optimal matching range (such as the deviation rate does not exceed 5%). When the compensated driving torque reaches the target compensated driving torque value, it switches to the steady-state control mode, and accurately maintains the stable output of the driving and braking torques through the PID controller to resist fluctuations caused by road interference (such as bumps, slope changes).

[0131] During the function's exit phase, the system also follows the principle of gradual attenuation, gradually reducing the additional torque applied to the inner and outer wheels at a rate that matches the activation process. Torque deviation is continuously monitored to ensure a smooth transition back to normal driving mode. This refined torque management mechanism enables the vehicle to turn with a tighter radius when assisted steering is activated in low-speed scenarios such as parking lots, without the driver experiencing the abrupt acceleration or deceleration common with traditional steering assistance systems. Furthermore, in scenarios requiring brief activation of the assist function, such as high-speed lane changes, the rapid response and smooth transition ensure natural and fluid operation, delivering an upgraded, less intrusive driving experience.

[0132] The current braking torque proposed in this application includes three parts. The first part: the braking torque directly requested by the driver through the brake pedal (including mechanical brake pressure and driving torque of brake energy recovery); the second part: the braking torque generated in response to the deceleration requirements of other functional scenarios of the vehicle (such as adaptive cruise control, hill assist, etc.); the third part: the braking torque exclusive to the intelligent assisted steering function. Among them, when the intelligent assisted steering function is activated, the adjustment of the brake pressure in the first part is automatically suspended, and the torque request of the third part is executed first based on the four-wheel brake pressure at the moment of activation. At this time, the driver's operation of stepping on the brake pedal no longer directly controls the mechanical brake pressure, but adjusts the motor output (such as increasing negative torque) to achieve the deceleration requirement, ensuring that the yaw torque required for assisted steering is not disturbed.

[0133] For example, when the driver lightly steps on the pedal, the braking effect is simulated by attenuating the driving torque, while maintaining the compensatory braking pressure of the inner wheel to assist steering; when the function is exited, the braking torque control program immediately switches back to the first part, responding to the pedal input in real time to ensure the accurate execution of the braking intention.

[0134] When a second-stage deceleration request (such as braking triggered by adaptive cruise control) is activated, the system prioritizes overall vehicle functionality, proactively disengaging the Smart Steering function and the corresponding third-stage torque request, fully responding to the second-stage braking command. Once the second-stage request is disengaged, Smart Steering is automatically restored, and the third-stage braking torque control continues. This mutually exclusive switching mechanism avoids conflicts among multiple system torque requests, ensuring clear control priorities and precise responses in complex vehicle scenarios.

[0135] If the vehicle detects a risk of loss of control, such as slipping or rolling, the third component's torque request is forcibly discontinued, and the stability system takes over control, adjusting wheel braking force and torque distribution to restore vehicle balance. This linkage mechanism ensures that the assisted steering function always operates within safe boundaries, enhancing steering flexibility while ensuring driving safety through multiple redundancies.

[0136] Through this layered control and coordinated strategy, the multiple goals of uninterrupted driver braking demand, uninterrupted assisted steering, and avoidable system conflicts are achieved. Specifically, deceleration is achieved through drive torque adjustment when the user applies the brakes, providing the same feel as traditional braking. Assisted steering operates independently from the vehicle's existing braking and deceleration functions, with seamless switching achieved through priority management. Real-time monitoring by the chassis stability system ensures that the assist functions proactively retreat under extreme conditions, safeguarding driving safety.

[0137] It should be understood that the size of the serial numbers of the steps in the above embodiments does not mean the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of this application.

[0138] Corresponding to the method for controlling the driving device described in the above embodiment, Figure 2 A structural block diagram of a driving control device provided in an embodiment of the present application is shown. For ease of explanation, only the parts related to the embodiment of the present application are shown.

[0139] Reference Figure 2 , the control driving device comprises:

[0140] an acquisition module, configured to acquire, when an auxiliary steering function of the driving device is activated, a current driving torque, a current braking pressure, a compensated driving torque, and a compensated braking pressure of the driving device;

[0141] a torque adjustment module, configured to reallocate driving torque to a driving motor of the driving device according to the current driving torque and the compensation driving torque;

[0142] The pressure adjustment module is used to adjust the braking pressure of the driving device according to the current braking pressure and the compensation braking pressure.

[0143] The specific contents of the relevant modules for controlling the driving equipment are not described here in detail.

[0144] It should be noted that the information interaction, execution process and other contents between the above modules are based on the same concept as the method embodiment of this application. Their specific functions and technical effects can be found in the method embodiment part and will not be repeated here.

[0145] Those skilled in the art can clearly understand that, for the convenience and brevity of description, only the division of the above-mentioned functional units and modules is used as an example for illustration. In actual applications, the above-mentioned functions can be distributed and completed by different functional units and modules as needed, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above. The functional units and modules in the embodiment can be integrated into one processing unit, or each unit can exist physically alone, or two or more units can be integrated into one unit. The above-mentioned integrated unit can be implemented in the form of hardware or in the form of software functional units. In addition, the specific names of the functional units and modules are only for the convenience of distinguishing each other, and are not used to limit the scope of protection of this application. The specific working process of the units and modules in the above-mentioned system can refer to the corresponding process in the aforementioned method embodiment, and will not be repeated here.

[0146] An embodiment of the present application also provides a driving device, which includes: at least one processor, a memory, and a computer program stored in the memory and executable on the at least one processor, wherein the processor implements the steps of any of the above-mentioned method embodiments when executing the computer program.

[0147] An embodiment of the present application further provides a computer-readable storage medium, wherein the computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the steps in the above-mentioned various method embodiments can be implemented.

[0148] An embodiment of the present application provides a computer program product. When the computer program product is run on a mobile terminal, the mobile terminal can implement the steps in the above-mentioned various method embodiments when executing the computer program product.

[0149] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the present application implements all or part of the process of the above-mentioned method embodiment by instructing the relevant hardware through a computer program. The computer program can be stored in a computer-readable storage medium. When the computer program is executed by a processor, it can implement the steps of each of the above-mentioned method embodiments. The computer program includes computer program code, which can be in source code form, object code form, executable file, or some intermediate form. The computer-readable medium can at least include: any entity or device capable of carrying computer program code to the camera / terminal device, recording medium, computer memory, read-only memory (ROM), random access memory (RAM), electric carrier signal, telecommunication signal, and software distribution medium. For example, a USB flash drive, mobile hard drive, magnetic disk, or optical disk. In some jurisdictions, according to legislation and patent practice, computer-readable media cannot be electric carrier signals or telecommunication signals.

[0150] In the above embodiments, the description of each embodiment has its own focus. For parts that are not described or recorded in detail in a certain embodiment, reference can be made to the relevant description of other embodiments.

[0151] Those skilled in the art will appreciate that the units and algorithm steps of each example described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Professional and technical personnel 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.

[0152] In the embodiments provided in this application, it should be understood that the disclosed devices / network equipment and methods can be implemented in other ways. For example, the device / network equipment embodiments described above are merely illustrative. For example, the division of the modules or units is merely a logical function division. In actual implementation, there may be other division methods, such as multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0153] The units described as separate components may or may not be physically separate, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed across multiple network units. Some or all of these units may be selected to achieve the purpose of this embodiment according to actual needs.

[0154] The above-described embodiments are only used to illustrate the technical solutions of the present application, rather than to limit them. Although the present application has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. These modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the various embodiments of the present application, and should all be included in the scope of protection of the present application.

[0155] Figure 3 This is a schematic diagram of the structure of the driving device provided in one embodiment of the present application. Figure 3 As shown, the driving device of this embodiment includes: at least one processor 30 ( Figure 3 Only one is shown), a memory 31 and a computer program 32 stored in the memory 31 and executable on the at least one processor 30, wherein the processor 30 implements the steps of any of the above-mentioned embodiments of the method for controlling the driving device when executing the computer program 32.

[0156] The driving device may include, but is not limited to, a processor 30 and a memory 31. Those skilled in the art will appreciate that Figure 3 This is merely an example of a driving device and does not constitute a limitation on the driving device. The driving device may include more or fewer components than shown in the figure, or a combination of certain components, or different components. For example, it may also include input and output devices, network access devices, etc.

[0157] The processor 30 may be a central processing unit (CPU), or other general-purpose processors, digital signal processors (DSP), application-specific integrated circuits (ASIC), field-programmable gate arrays (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, or discrete hardware components. A general-purpose processor may be a microprocessor or any conventional processor.

[0158] In some embodiments, the memory 31 may be an internal storage unit of the driving device, such as a hard disk or memory of the driving device. In other embodiments, the memory 31 may also be an external storage device of the driving device, such as a plug-in hard disk equipped on the driving device, a smart media card (SMC), a secure digital (SD) card, a flash card, etc. Furthermore, the memory 31 may also include both an internal storage unit of the driving device and an external storage device. The memory 31 is used to store an operating system, an application program, a boot loader (BootLoader), data, and other programs, such as the program code of the computer program. The memory 31 may also be used to temporarily store data that has been output or is to be output.

[0159] The relevant user personal information that may be involved in the various embodiments of this application is strictly in accordance with the requirements of laws and regulations, following the principles of legality, legitimacy and necessity, and based on the reasonable purposes of business scenarios, to process the personal information that users actively provide during the use of products / services or generated due to the use of products / services, as well as the personal information obtained with the user's authorization.

[0160] The personal information processed by the Applicant will vary depending on the specific product / service scenario and will be based on the specific scenario in which the user uses the product / service. This may involve the user's account information, device information, driving information, vehicle information, or other related information. The Applicant will treat the user's personal information and its processing with a high degree of diligence.

[0161] The Applicant attaches great importance to the security of user personal information and has taken reasonable and feasible security measures that comply with industry standards to protect user information and prevent personal information from being accessed, disclosed, used, modified, damaged or lost without authorization.

Claims

1. A method for controlling a driving device, characterized in that: include: When an auxiliary steering function of the driving device is activated, obtaining a current driving torque, a current braking pressure, a compensation driving torque, and a compensation braking pressure of the driving device; reallocating driving torque to a driving motor of the driving device according to the current driving torque and the compensation driving torque; The brake pressure of the driving device is adjusted according to the current brake pressure and the compensation brake pressure.

2. The method for controlling a driving device according to claim 1, wherein: The method further comprises: When the assisted steering function of the driving device is in an on state, obtaining a value of a vehicle state parameter of the driving device; the vehicle state parameter includes at least a steering wheel angle of the driving device and / or a vehicle speed of the driving device; Whether to activate the auxiliary steering function is determined according to the value of the vehicle state parameter.

3. The method for controlling a driving device according to claim 1, wherein: The drive motor includes a front motor and / or a rear motor, and the redistributing the drive torque to the drive motor of the driving device according to the current drive torque and the compensation drive torque includes: superimposing the current driving torque and the compensation driving torque to obtain a first target driving torque; wherein the value of the compensation driving torque increases linearly from the first compensation driving torque value to the target compensation driving torque value; The first target driving torque is distributed to the front motor and / or the rear motor according to a preset distribution rule.

4. The method according to claim 3, characterized in that Allocating the first target driving torque to the front motor and / or the rear motor according to a preset distribution rule includes: The first target driving torque is preferentially distributed to the front motor, and after the capacity limit of the front motor is reached, the remaining driving torque is distributed to the rear motor.

5. The method for controlling a driving device according to claim 1, wherein: The current brake pressure includes the current brake pressure of the outer front and rear wheels and the current brake pressure of the inner front and rear wheels; The adjusting the brake pressure of the driving device according to the current brake pressure and the compensation brake pressure includes: Maintain the current brake pressure of the outer front and rear wheels unchanged, and adjust the brake pressure of the inner front and rear wheels to a target brake pressure, wherein the target brake pressure is obtained by superimposing the compensation brake pressure and the current brake pressure of the inner front and rear wheels, and the value of the compensation brake pressure increases linearly from a first compensation brake pressure value to a target compensation brake pressure value.

6. The method for controlling a driving device according to claim 5, wherein: After maintaining the current brake pressure of the outer front and rear wheels unchanged and adjusting the brake pressure of the inner front and rear wheels to the target brake pressure, the method further includes: Monitor brake pedal depth signal; When a change in the brake pedal depth signal is detected, the current driving torque is adjusted based on the brake pedal depth signal to maintain the current brake pressure unchanged.

7. The method for controlling a driving device according to claim 6, wherein: When a change in the brake pedal depth signal is detected, adjusting the current driving torque based on the brake pedal depth signal to maintain the current brake pressure unchanged includes: determining a first driving torque adjustment amount based on the brake pedal depth signal when it is determined that a brake energy recovery function of the driving device is activated; subtracting the first driving torque adjustment amount from the current driving torque to obtain a second target driving torque; The current driving torque is adjusted to the second target driving torque.

8. The method for controlling a driving device according to claim 6, wherein: The method further comprises: When it is determined that the brake energy recovery function of the driving device is not activated, determining a second driving torque adjustment amount according to current driving operation parameters; wherein the driving operation parameters include any one or more of the following: vehicle speed, slope, accelerator pedal depth signal, and brake pedal depth signal; The current driving torque is adjusted based on the second driving torque adjustment amount.

9. The method for controlling a driving device according to any one of claims 3 or 4, wherein: The method further comprises: When it is determined that the driving device exits the assisted steering function, gradually decaying the compensation driving torque to 0 to obtain a second target driving torque; The second target driving torque is distributed to the front motor and / or the rear motor according to an initial distribution rule.

10. The method for controlling a driving device according to any one of claims 5 to 8, wherein: The method further comprises: When it is determined that the driving device exits the assisted steering function, gradually decaying the compensation brake pressure to 0 according to a fourth slope; In the process of gradually decaying the compensation brake pressure to 0 according to the fourth slope, the brake pressure of the inner front and rear wheels is switched to the brake pedal request value.

11. A device for controlling a driving device, characterized in that: include: an acquisition module, configured to acquire, when an auxiliary steering function of the driving device is activated, a current driving torque, a current braking pressure, a compensation + driving torque, and a compensation braking pressure of the driving device; a torque adjustment module, configured to reallocate driving torque to a driving motor of the driving device according to the current driving torque and the compensation driving torque; The pressure adjustment module is used to adjust the braking pressure of the driving device according to the current braking pressure and the compensation braking pressure.

12. A driving device, characterized in that: The method comprises a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor implements the method according to any one of claims 1 to 10 when executing the computer program.

13. A computer program product, characterized in that When the computer program product is run on a driving device, the driving device is caused to execute the method according to any one of claims 1 to 10.

Images