Steering control method, readable medium, electronic device, and program product

Abstract

The invention relates to the technical field of intelligent driving, and discloses a steering control method, a readable medium, electronic equipment and a program product. The method comprises the steps that a steering control device of the vehicle detects a vehicle steering request meeting a steering condition, and in response to the vehicle steering request, the steering control device applies a first braking torque to an inner side rear wheel of the vehicle by controlling a brake of the vehicle, the first braking torque is associated with the friction degree of the current road surface to the vehicle. And, the steering control apparatus applies a target driving torque to the front wheels on both sides through a driver of the vehicle to control the vehicle to travel, where the target driving torque is related to a slip rate of the front wheels on both sides. Thus, the steering control method can be applied to vehicles of any driving mode, such as two-wheel-drive vehicles (including front-wheel-drive vehicles and rear-wheel-drive vehicles) or four-wheel-drive vehicles, and the types of the vehicles using the turning assisting function are expanded.

Description

Technical Field

[0001] The present application relates to the field of intelligent driving technology, and in particular to a steering control method, a readable medium, an electronic device, and a program product. Background Art

[0002] Currently, some vehicles are equipped with a turn assist function. The purpose of this function is to allow the vehicle to make a smaller turn radius in a limited space while maintaining vehicle stability, helping the vehicle to better cope with narrow paths and complex terrain. Specifically, when the vehicle is stationary, the driver turns the steering wheel angle to a larger or maximum turning position, steps on the accelerator to start the vehicle, and during the turning process, controls the drive to make the front axle wheels move forward and the rear axle wheels move reverse, and at the same time controls the brake to lock the outer rear wheel, such as Figure 1 However, the above-mentioned turning assist function is only applicable to four-wheel drive vehicles, which limits the types of vehicles that can use the turning assist function. Summary of the Invention

[0003] The purpose of this application is to provide a steering control method, a readable medium, an electronic device, and a program product. The steering control method includes:

[0004] A first aspect of the present application provides a steering control method, comprising: detecting a vehicle steering request that satisfies a steering condition; in response to the vehicle steering request, applying a target driving torque to the front wheels on both sides through the vehicle's driver to control the vehicle's travel, wherein the target driving torque is related to the slip rate of the front wheels on both sides.

[0005] It is understood that the vehicle's driver applies a target driving torque to both front wheels to control vehicle travel, and applies a first braking torque to the inner rear wheel to steer or turn the vehicle around and reduce its turning radius. It is understood that the above-described steering control method can be applied to vehicles with any drive system, such as two-wheel drive vehicles (including front-wheel drive and rear-wheel drive vehicles) or four-wheel drive vehicles. This prevents the turn assist function from being limited to four-wheel drive vehicles.

[0006] In a possible implementation of the first aspect above, the steering condition includes at least one of the following: the absolute value of the vehicle's steering angle is greater than the vehicle's steering angle threshold; or, the absolute value of the vehicle's yaw angular velocity is greater than the vehicle's yaw angular velocity threshold; or, an instruction input by the user for starting a steering assist function is received; or, the steering angle direction of the vehicle is the first direction or the second direction; or, the numerical value of the vehicle's yaw angular velocity is a positive number or a negative number; or, turning direction information input by the user is received.

[0007] In a possible implementation of the first aspect, under the target driving torque, the slip ratios of the front wheels on both sides are within a target data range.

[0008] In a possible implementation of the first aspect above, a target driving torque is applied to the front wheels on both sides by the vehicle's driver to control the vehicle's travel, including: controlling the vehicle's driver to apply a first driving torque to the front wheels on both sides, and using the first driving torque as the target torque to control the vehicle's travel; if it is detected that the slip rate of the front wheels on both sides under the first driving torque is less than the target numerical range, then controlling the vehicle's travel with a second driving torque greater than the first driving torque; if it is detected that the slip rate of the front wheels on both sides is within the target numerical range, then using the second driving torque as the target torque to continue controlling the vehicle's travel.

[0009] In a possible implementation of the first aspect above, a target driving torque is applied to the front wheels on both sides by the vehicle's driver to control the vehicle's travel, including: controlling the vehicle's driver to apply a third driving torque to the front wheels on both sides, and using the third driving torque as the target torque to control the vehicle's travel; if it is detected that the slip rate of the front wheels on both sides under the third driving torque is greater than the target numerical range, then controlling the vehicle's travel with a fourth driving torque that is less than the third driving torque; if it is detected that the slip rate of the front wheels on both sides is within the target numerical range, then using the fourth driving torque as the target torque to continue controlling the vehicle's travel.

[0010] It's understood that the target data range refers to the wheel slip range that minimizes front axle wheel lateral force. A low front axle wheel lateral force indicates lower adhesion between the wheels and the road, making it easier for the vehicle to adjust direction during cornering. This reduces the risk of understeer or oversteer, reduces tire wear, improves vehicle stability during braking, and enhances comfort.

[0011] In a possible implementation of the first aspect above, the method also includes: in the process of controlling the vehicle's driving, controlling the vehicle's brake to apply a first braking torque to the vehicle's inner rear wheel, wherein the first braking torque is associated with the degree of friction of the current road surface on the vehicle.

[0012] In a possible implementation of the first aspect above, in the process of controlling the driving of the vehicle, the brake of the vehicle is controlled to apply a first braking torque to the inner rear wheel of the vehicle, including: in the process of controlling the driving of the vehicle, according to the road adhesion coefficient of the road on which the vehicle is located, the vehicle is controlled to apply a first braking torque corresponding to the road adhesion coefficient to the inner rear wheel of the vehicle.

[0013] In a possible implementation of the first aspect above, the road adhesion coefficient is determined according to at least one of the following methods: identifying the road type of the road according to a road sensor in the vehicle and determining the road adhesion coefficient according to the road type; or determining the road adhesion coefficient according to at least one of the vehicle speed, wheel speed, and driving torque; or determining the road adhesion coefficient according to the road type input by the user.

[0014] It is understood that the steering control device can apply different braking torques to the wheels based on different road adhesion coefficients. For example, on a road with a low adhesion coefficient, the braking torque applied by the steering control device to lock the wheels is lower than the braking torque applied by the steering control device to lock the wheels on a road with a high adhesion coefficient. This can avoid the steering control device applying a higher braking torque to the wheels on low-adhesion roads, which would cause waste of brake control execution unit resources (e.g., irrational braking force distribution, waste of computing resources, waste of energy, etc.) and additional hardware damage (e.g., overload of the brake system, overload of motors and electronic components, increased tire wear, etc.).

[0015] In a possible implementation of the first aspect above, the method further includes: in the process of controlling the vehicle's driving, controlling the vehicle's driver to apply a fifth driving torque to the vehicle's outer rear wheel, and the fifth driving torque is less than the set driving torque.

[0016] It is understood that the fifth driving torque may also be a larger forward driving torque that can be provided by the rear axle drive control execution unit, so as to increase the yaw moment of the vehicle in the turning direction, thereby facilitating the vehicle to turn.

[0017] In a possible implementation of the first aspect above, the method further includes: in the process of controlling the vehicle's driving, if the rate of change of the vehicle's yaw angular velocity is greater than a yaw angular velocity change rate threshold, and / or the yaw angular velocity of the vehicle is greater than the yaw angular velocity threshold, then controlling the vehicle's brake to apply a second braking torque to the vehicle's outer rear wheel.

[0018] In this way, the steering control device can apply braking torque to the outer rear wheel of the vehicle to reduce the yaw moment of the entire vehicle during turning, so that the yaw angular velocity of the vehicle during turning is controlled within a stable range, thereby improving vehicle safety.

[0019] In a possible implementation of the first aspect, the road surface type includes one or more of the following: high-adhesion asphalt road, muddy road, gravel road, cement road, dry asphalt, wet and slippery road, and icy and snowy road.

[0020] A second aspect of the present application provides a readable medium having instructions stored thereon. When the instructions are executed on an electronic device, the electronic device executes any one of the steering control methods described in the first aspect.

[0021] The third aspect of the present application provides an electronic device, comprising a memory for storing instructions executed by one or more processors of the electronic device, and a processor, which is one of the processors of the electronic device, for executing any one of the steering control methods in the above-mentioned first aspect.

[0022] A fourth aspect of the present application provides a program product, which includes instructions. When the instructions are executed on an electronic device, the electronic device implements any one of the steering control methods in the first aspect.

[0023] The beneficial effects of the second to fourth aspects mentioned above can be found in the relevant descriptions of the first aspect and various possible implementations of the first aspect, and will not be elaborated here. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] In order to more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the specific embodiments or the description of the prior art. Obviously, the drawings described below are some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0025] Figure 1 According to some embodiments of the present application, a schematic diagram of a scenario in which a vehicle turns around or turns is shown;

[0026] Figure 2 According to some embodiments of the present application, a schematic flow chart of a steering control method is shown;

[0027] Figure 3A According to some embodiments of the present application, a first display interface schematic diagram is shown;

[0028] Figure 3B According to some embodiments of the present application, a second display interface schematic diagram is shown;

[0029] Figure 3C According to some embodiments of the present application, a third display interface schematic diagram is shown;

[0030] Figure 4A According to some embodiments of the present application, a schematic diagram of applying braking torque to an inner rear wheel is shown;

[0031] Figure 4B According to some embodiments of the present application, a schematic diagram of applying driving torque to a front axle driving control execution unit is shown;

[0032] Figure 4CAccording to some embodiments of the present application, a schematic diagram of vehicle force analysis is shown;

[0033] Figure 4D According to some embodiments of the present application, a schematic diagram of applying a braking torque to an outer rear wheel of a vehicle is shown;

[0034] Figure 5 According to some embodiments of the present application, a flow chart of another steering control method is shown;

[0035] Figure 6 According to some embodiments of the present application, a structural schematic diagram of a steering control device is shown;

[0036] Figure 7 According to some embodiments of the present application, a schematic structural diagram of a vehicle is shown. DETAILED DESCRIPTION

[0037] Illustrative embodiments of the present application include, but are not limited to, a steering control method, a readable medium, an electronic device, and a program product.

[0038] In order to make the purpose, technical solutions and advantages of the present application clearer, the technical solutions in the embodiments of the present application will be clearly and comprehensively described below with reference to the accompanying drawings. In the description of the embodiments of the present application, unless otherwise specified, the terms "first" and "second" are used for descriptive purposes only and cannot be understood as implying or suggesting relative importance or implicitly indicating the number of technical features indicated. Therefore, the features defined as "first" and "second" may explicitly or implicitly include one or more of the features. In the description of the embodiments of the present application, unless otherwise specified, "multiple" means two or more.

[0039] References to "embodiments" in this application mean that a particular feature, structure, or characteristic described in connection with the embodiment may be included in at least one embodiment of the application. The appearance of this phrase in various places in the specification does not necessarily refer to the same embodiment, nor does it constitute an independent or alternative embodiment that is mutually exclusive of other embodiments. It is understood, both explicitly and implicitly, by those skilled in the art that the embodiments described in this application may be combined with other embodiments.

[0040] As previously mentioned, some vehicles currently feature turn assist features that are only suitable for four-wheel drive vehicles, which limits the types of vehicles that can use the turn assist feature. To address this issue, embodiments of the present application provide a steering control method. In this method, a vehicle's steering control device detects a vehicle steering request that satisfies a steering condition, such as a large steering angle. In response to the vehicle steering request, the steering control device applies a target drive torque to both front wheels via the vehicle's driver to control vehicle travel. The target drive torque is related to the slip ratio of both front wheels.

[0041] It can be understood that during vehicle driving, the slip ratio can represent the degree of difference between the linear speed of the vehicle tire and the actual speed of the vehicle. The slip ratio is usually expressed as a percentage. Generally, when the slip ratio is between 10% and 30%, the adhesion between the tire and the ground is the greatest. For example, the slip ratio can be determined by the following formula (1):

[0042] S=(V-Rω) / V×100%(1)

[0043] Where V is the longitudinal velocity of the vehicle at the center of the wheel, R is the rolling radius of the wheel, and ω is the angular velocity of the wheel.

[0044] If the slip ratio is too high, the relative slip between the tires and the ground is excessive. Consequently, the vehicle's driving torque is not effectively converted into forward momentum, but instead is dissipated by tire slip. For example, when accelerating from a starting position, if the tires are severely slipping (i.e., the slip ratio is too high), despite the vehicle's high driving torque, the actual vehicle acceleration will be significantly reduced.

[0045] If the slip ratio is too low, the friction between the tire and the road is greater. However, due to the close contact between the tire and the road, the wheel's rolling resistance increases. For example, when the vehicle is starting, if the slip ratio is too low, the friction between the tire and the road will hinder the tire's rolling, resulting in poor acceleration performance.

[0046] As an example, in this application, a vehicle driver applies a target drive torque to both front wheels of the vehicle. This target drive torque is capable of keeping the vehicle's slip ratio within a target range. For example, this target range may be, but is not limited to, 10%-30%. This ensures that the vehicle has good steering ability and a short braking distance during braking, thereby reducing the vehicle's turning radius to a certain extent.

[0047] It will be appreciated that the steering control method provided in the embodiments of the present application reduces the turning radius by adjusting the driving torque of the vehicle's two front wheels. Therefore, it can be applied to any two-wheel drive vehicle, including front-wheel drive vehicles and rear-wheel drive vehicles. In other words, the above-mentioned steering control method is applicable to vehicles with any drive system, including four-wheel drive vehicles and two-wheel drive vehicles. For example, this method is applicable to any four-wheeled vehicle, including sedans, SUVs, passenger cars, commercial vehicles, and trucks.

[0048] Furthermore, in some embodiments, in response to the above-mentioned vehicle steering request, the steering control device can also apply a first braking torque to the inner rear wheel of the vehicle by controlling the vehicle's brakes, wherein the first braking torque is associated with the degree of friction of the current road surface on the vehicle.

[0049] As an example, the steering control device may also apply a first braking torque to the inner rear wheel of the vehicle by controlling the brake of the vehicle, so that the inner rear wheel of the vehicle is locked, which helps to further reduce the turning radius when the vehicle turns.

[0050] In some embodiments, the turning assist function of the vehicle in the present application is achieved by detecting the slip rate corresponding to the front wheels on both sides and adjusting the driving torque of the front wheels on both sides in real time, and adjusting the braking force of the locked inner rear wheel in real time based on the actual road friction level.

[0051] For example, the turning assist function can apply a certain braking force to the inner rear wheel to lock the wheel. This braking force can provide an additional yaw moment in the vehicle's turning direction, reducing the vehicle's turning radius. As an example, the turning assist function in this application can be referred to as an off-road cornering assist (OCA) function, but is not limited to this and can also be referred to by other names.

[0052] In some embodiments, the two front wheels, the inner rear wheel, and the outer rear wheel of the vehicle in the present application can be determined based on factors such as the vehicle's driving direction (e.g., forward or reverse), the vehicle's turning direction (e.g., left or right), and the vehicle's driving direction. For example, when a two-wheel drive vehicle makes a left turn, the two front wheels become the left and right front wheels, the inner rear wheel becomes the left rear wheel, and the outer rear wheel becomes the right rear wheel; when making a right turn, the two front wheels become the left and right front wheels, the inner rear wheel becomes the right rear wheel, and the outer rear wheel becomes the left rear wheel.

[0053] It is understood that the present application can apply braking force to the wheels through the brake torque generated by the vehicle's brakes to control wheel locking. Specifically, when the braking torque generated by the brakes is large enough to exceed the friction between the tire and the road surface (specifically, static friction), the wheel will transition from a rolling state to a sliding state, i.e., wheel locking. In the present application, the braking force can be applied to the inner rear wheel during the vehicle's steering process, such as the inner rear wheel.

[0054] Reference Figure 1 As shown in FIG, a schematic diagram of a vehicle turning scene provided by an embodiment of the present application. Figure 1 As shown in FIG. 1 , when the steering wheel angle is large, such as greater than 360 degrees, the vehicle 10 turns left. During the turning process, the driver of the vehicle 10 generates a wheel-driving torque L1 to drive the left front wheel FL and the right front wheel FR toward the left front, and the driver of the vehicle 10 generates a wheel-braking torque L2 to brake the left rear wheel RL (i.e., the inner rear wheel).

[0055] In the normal case, that is, when the vehicle 10 does not use the vehicle turning assist function, Figure 1In the example, vehicle 10 turns along turning trajectory S0 with a turning radius of W0. However, when vehicle 10 uses the turn assist function, vehicle 10 turns along turning trajectory S1 with a turning radius of W1, where radius W1 is smaller than radius W0. Thus, the steering control based on the turn assist function of the present application can reduce the turning radius while maintaining safety and relative stability.

[0056] In some embodiments, the steering control method in the present application can be executed by a steering control device, which implements the vehicle's turning assist function by controlling the vehicle's hardware such as brakes and drivers.

[0057] Among them, the above-mentioned steering control device can be implemented in the vehicle and connected to the systems and / or components related to the vehicle for realizing the turning assist control function in order to obtain the required information and transmit the generated control information. It should be understood that the various types of information mentioned in this application are carried by electrical signals, bus signals and other signals when transmitted in the vehicle. In other examples, the steering control device can be implemented in the existing systems or components of the vehicle, for example, in the vehicle's domain systems such as the power domain, autonomous driving domain, body domain, or chassis domain, and more specifically, can be implemented in the domain controllers of these domains.

[0058] In some embodiments, the steering control device may be a controller in the vehicle, which may be part of the vehicle's control system, such as a domain or electronic control system configured to perform tasks related to driving and braking control. In other cases, the controller may be a dedicated or independent controller.

[0059] It can be understood that the above-mentioned steering control device is connected to the relevant components of the vehicle to obtain the vehicle operating status information. The term "connection" in this application includes direct connection and indirect connection. The relevant component can be a specific component or a system of the vehicle, for example, including the vehicle's wheel speed sensor, steering system or steering wheel, transmission, braking system (such as brakes), transmission system (such as drive), etc. The operating status information may include information required by the system such as vehicle wheel speed, steering information, real-time yaw information, gear information, real-time driving mode of the vehicle (such as four-wheel drive or two-wheel drive). In addition, the above-mentioned steering control device can control the driving torque generated by the driver and the braking torque generated by the driver, thereby realizing the turning assist function of the vehicle.

[0060] In some embodiments, the steering control method in the present application can be applied to scenarios where the vehicle starts and turns, or to scenarios where the vehicle is driving normally and turning. The embodiments of the present application do not make specific limitations on this.

[0061] Figure 2 According to an embodiment of the present application, a flow chart of a steering control method is shown. It can be understood that Figure 2 Each step of the process shown is performed by the steering control device mentioned above. Figure 2 The execution entities of each step will not be described repeatedly in the steps of the process shown. Figure 2 As shown, the process includes but is not limited to the following steps:

[0062] S201: A vehicle turning request that meets a turning condition is detected.

[0063] In some embodiments, the steering control device may detect a vehicle steering request that satisfies a steering condition.

[0064] It is understood that the steering control device can identify the vehicle steering request by different methods. Specifically, the steering control device can identify the vehicle steering request by different methods such as identifying whether the user has a vehicle steering request and identifying the turning direction of the vehicle (e.g., turning left or turning right).

[0065] In some embodiments, the above-mentioned vehicle steering conditions include at least one of the following: the absolute value of the vehicle's steering angle is greater than the vehicle steering angle threshold; or, the absolute value of the vehicle's yaw angular velocity is greater than the vehicle yaw angular velocity threshold; or, the steering control device receives an instruction input by the user to start the steering assist function; or, the steering angle direction of the vehicle is the first direction or the second direction; or, the numerical value of the vehicle's yaw angular velocity is a positive number or a negative number; or, the steering control device receives turning direction information input by the user.

[0066] For example, the steering control device can identify whether the user has requested a vehicle steering request based on the vehicle's steering angle. Specifically, the steering control device can detect the vehicle's steering angle in real time. When the absolute value of the vehicle's steering angle is greater than a vehicle steering angle threshold, the steering control device can determine that the driver has requested a vehicle steering request. It is understood that the vehicle steering angle threshold can be determined based on expert experience or by relevant personnel based on actual circumstances, and this is not a limitation here.

[0067] It can be understood that the vehicle steering angle can be the angle of the steering wheel operated by the driver, the vehicle steering angle can also be the angle of the front wheel angle or the rear wheel angle, or the angle calculated based on the front and rear wheel angles. The embodiments of the present application do not make specific limitations on this.

[0068] For example, the steering control device can identify whether the user has requested a vehicle steering request based on the vehicle's yaw rate. Specifically, the steering control device can obtain the vehicle's yaw rate in real time. If the absolute value of the vehicle's yaw rate exceeds a yaw rate threshold, the steering control device can determine that the driver has requested a vehicle steering request. It is understood that the yaw rate threshold can be determined based on expert experience or by relevant personnel based on actual circumstances, and this is not a limitation here.

[0069] For example, the steering control device can identify whether the user has a vehicle steering request based on the received input. Figure 3A As shown, the steering control device can display a prompt box U1 on the display interface to prompt the user "Do you want to enable turn assist mode?" When the steering control device detects that the user selects the "Yes" option U11, the steering control device can determine that the driver has requested a turn. When the steering control device detects that the user selects the "No" option U12, the steering control device can determine that the driver has not requested a turn. It is understood that the steering control device can also display other information that indicates that the driver needs turn assist, and this is not limited here.

[0070] For example, the steering control device can identify the vehicle's turning direction based on the direction of the vehicle's steering angle. Specifically, the steering control device can obtain the direction of the vehicle's steering angle in real time. If the direction of the vehicle's steering angle is to the left, the steering control device can determine that the vehicle is turning left. If the direction of the vehicle's steering angle is to the right, the steering control device can determine that the vehicle is turning right.

[0071] For example, the steering control device can identify the vehicle's turning direction based on the value of the vehicle's yaw rate. Specifically, the steering control device can obtain the value of the vehicle's yaw rate in real time. If the value of the vehicle's yaw rate is positive, the steering control device can determine that the vehicle is turning left. If the value of the vehicle's yaw rate is positive, the steering control device can determine that the vehicle is turning right.

[0072] For example, the steering control device can identify the turning direction of the vehicle by receiving the input. Figure 3B As shown, the steering control device can display a prompt box U2 on the display interface. When the steering control device detects the user selecting the "Turn Left" option U21, the steering control device can determine that the vehicle is turning left. When the steering control device detects the user selecting the "Turn Right" option U22, the steering control device can determine that the vehicle is turning right. It is understood that the steering control device can also display other information that can indicate the vehicle's turning direction, which is not limited here.

[0073] It is understandable that the steering control device can identify the vehicle steering request by at least one of the above methods. In addition, in some other embodiments, the steering control device can also identify the vehicle steering request by other methods, which are not limited here.

[0074] S202 : In response to a vehicle steering request, applying a target driving torque to both front wheels via a vehicle driver to control vehicle travel, wherein the target driving torque is related to the slip ratio of the both front wheels.

[0075] In some embodiments, when controlling vehicle steering, the steering control method of the present application may first apply a certain driving torque to both front wheels and detect the slip ratio of both front wheels under the driving torque in real time. The driving torque is then adjusted in real time based on whether the detected slip ratio falls within a target range, such that the slip ratio of both front wheels under the adjusted target driving torque falls within the target range.

[0076] It can be understood that when the vehicle applies a certain driving torque to the front wheels on both sides through the driver, the steering control device can detect the vehicle speed and the wheel speed of the front wheels on both sides in real time, and calculate the slip rate of the front wheels on both sides based on the vehicle speed and the wheel speed based on the formula (1) above.

[0077] In other embodiments, if the slip rate of the front wheels on both sides is less than the target data range, the steering control device can increase the driving torque applied to the front axle drive control execution unit to a larger torque, which can make the slip rate of the front axle wheels within the target data range.

[0078] Specifically, upon recognizing a vehicle steering request, the steering control device may apply a smaller first driving torque to both front wheels of the vehicle via a driver, controlling vehicle travel using the first driving torque as a target torque. If the steering control device detects that the slip ratio of both front wheels under the first driving torque is less than a target value range, the steering control device controls vehicle travel using a second driving torque that is greater than the first driving torque. If the steering control device detects that the slip ratio of both front wheels is within the target value range, the steering control device continues to control vehicle travel using the second driving torque as the target torque.

[0079] It is understood that the steering control device can calculate the maximum torque by adding a fixed or dynamic torque gradient to the vehicle's actual driving torque at the previous moment. It is understood that the maximum torque is the result of real-time adjustment by the steering control device based on the actual front axle torque at the previous moment and changes dynamically. This can meet the real-time braking requirements of the vehicle and improve vehicle safety.

[0080] In some scenarios, such as when the vehicle is starting and turning, the steering control device can gradually increase the drive torque to both front wheels to determine the required target drive torque, thereby increasing the vehicle speed while ensuring that the slip ratio is within the target value range. For example, the steering control device can increase the drive torque from a currently smaller first drive torque to a larger second drive torque to control the slip ratio of both front wheels of the vehicle to be within the target value range.

[0081] In some embodiments, if the slip rate of the front axle wheels is greater than the target data range, the steering control device can reduce the driving torque applied to the front axle drive control execution unit to a smaller torque, which can make the slip rate of the front wheels on both sides within the target data range.

[0082] Specifically, if the steering control device detects that the slip rate of the front wheels on both sides under the current larger third driving torque is greater than the target numerical range, the steering control device controls the vehicle driving with a fourth driving torque that is smaller than the third driving torque. If the steering control device detects that the slip rate of the front wheels on both sides is within the target numerical range, the steering control device can use the fourth driving torque as the target torque to continue to control the vehicle driving.

[0083] It is understood that the steering control device can calculate the minimum torque based on the vehicle's actual driving torque at the previous moment minus a fixed or dynamic torque gradient. It is understood that this minimum torque is the result of real-time adjustment by the steering control device based on the actual front axle torque at the previous moment and changes dynamically. This can meet the real-time braking requirements of the vehicle and improve vehicle safety.

[0084] In some scenarios, such as when the vehicle is driving and turning, the steering control device can gradually reduce the drive torque to both front wheels, reducing the vehicle speed to determine the required target drive torque. For example, the steering control device can reduce the drive torque from the current higher third drive torque to a lower fourth drive torque to control the slip ratio of both front wheels of the vehicle to be within the target value range.

[0085] It's understood that the target data range refers to the wheel slip range that minimizes front axle wheel lateral force. A low front axle wheel lateral force indicates lower adhesion between the wheels and the road, making it easier for the vehicle to adjust direction during cornering. This reduces the risk of understeer or oversteer, reduces tire wear, improves vehicle stability during braking, and enhances comfort.

[0086] In some embodiments, the vehicle includes one or more drive control execution units, such as a front axle drive control execution unit, a rear axle drive control execution unit, etc. These drive control execution units may be disposed inside or outside the driver, and this is not specifically limited in the present embodiment.

[0087] It is understood that the front axle drive control execution unit is used to represent the drive control execution unit that drives the front axle, and this execution unit is specifically used to drive the two front wheels connected to the front axle. If the front axle has multiple drive control execution units, they can be respectively represented as front axle drive control execution unit (1), front axle drive control execution unit (2), etc., and so on. Similarly, the rear axle can also have multiple drive control execution units for driving the rear wheels, such as the left wheel or the right wheel, which is not described in detail in this application.

[0088] It can be understood that the steering control device can simultaneously apply driving torque to one or more of all the front axle drive control execution units of the vehicle, so as to apply driving torque to the front wheels on both sides through these front axle drive control execution units.

[0089] For example, when the steering control device recognizes that the vehicle has a vehicle steering request, Figure 4A As shown, the steering control device can control the front axle drive control execution unit through the driver, so that the front axle drive control execution unit applies the target drive torque to the front wheels on both sides of the vehicle, so that the slip rate of the front wheels on both sides is within the target data range.

[0090] S203: During the process of controlling the vehicle's travel, the brake of the vehicle is controlled to apply a first braking torque to the inner rear wheel of the vehicle, wherein the first braking torque is associated with a degree of friction of the current road surface on the vehicle.

[0091] For example, when the steering control device recognizes that the vehicle has a vehicle steering demand, such as Figure 4A As shown, the steering control device can apply braking torque to the inner rear wheel to lock the inner rear wheel.

[0092] In some embodiments, the steering control device can apply the braking torque to the inner rear wheel via a brake actuator of the vehicle. Specifically, the steering control device controls the brake actuator via the vehicle's brakes, and the brake actuator applies the braking torque to the inner rear wheel to lock the inner rear wheel.

[0093] The above-mentioned brake control execution units include but are not limited to hydraulic brakes (electro-hydraulic brake system, EHB), electro-mechanical brake system (electro-mechanical brake system, EMB), caliper brakes (electric park brake, EPB), EPB caliper single-side clamping brakes, etc.

[0094] In some embodiments, the vehicle includes one or more brake control execution units, such as a front axle brake control execution unit, a rear axle drive control execution unit, etc. These brake control execution units may be disposed inside or outside the brake, and this is not specifically limited in the present embodiment.

[0095] It is understood that the front axle brake control execution unit is used to represent the brake control execution unit for braking the front axle. This execution unit is specifically used to brake the two front wheels connected to the front axle. If the front axle has multiple brake control execution units, they can be respectively represented as front axle brake control execution unit (1), front axle brake control execution unit (2), etc., and so on. Similarly, the rear axle can also have multiple brake control execution units for braking the rear wheels, such as the left wheel or the right wheel. This application does not elaborate on this.

[0096] In some embodiments, as Figure 4B As shown, the steering control device may also first apply a first braking torque to the inner rear wheel and then apply a target driving torque to the front wheels on both sides to control the steering of the vehicle.

[0097] In some embodiments, the steering control device may apply braking torque to any one or more of the vehicle's four wheels simultaneously.

[0098] It is understood that the steering control device can apply different braking torques to the wheels based on different road adhesion coefficients. For example, on a road with a low adhesion coefficient, the braking torque applied by the steering control device to lock the wheels is lower than the braking torque applied by the steering control device to lock the wheels on a road with a high adhesion coefficient. This can avoid the steering control device applying a higher braking torque to the wheels on low-adhesion roads, which would cause waste of brake control execution unit resources (e.g., irrational braking force distribution, waste of computing resources, waste of energy, etc.) and additional hardware damage (e.g., overload of the brake system, overload of motors and electronic components, increased tire wear, etc.).

[0099] It will be appreciated that the steering control device can control the application of a braking torque corresponding to the road adhesion coefficient to the vehicle's inner rear wheel based on the road adhesion coefficient of the vehicle. A greater road adhesion coefficient corresponds to a greater braking torque, while a smaller road adhesion coefficient corresponds to a smaller braking torque. In some embodiments, the steering control device can determine the road adhesion coefficient using various methods. Specifically, the steering control device can determine the road adhesion coefficient by using sensors to identify the road type, by using algorithms, or by driver input.

[0100] For example, the steering control device may use a sensor (e.g., radar, camera, etc.) to identify the road surface type and determine the road adhesion coefficient based on the road surface type. For example, the steering control device may capture an image of the road surface using a camera, identify the road surface type using image recognition technology, and then determine the road adhesion coefficient based on a pre-established relationship between road surface type and adhesion coefficient. It is understood that road surface types include, but are not limited to, asphalt, muddy, gravel, cement, dry asphalt, wet, icy, and snowy roads.

[0101] For example, the steering control device may determine the road adhesion coefficient using an algorithm. For example, the steering control device may use an algorithm (e.g., a support vector machine, a neural network, etc.) to combine various vehicle data (e.g., vehicle speed, wheel speed, driving torque, acceleration, slip ratio, etc.) to train a model to predict the road adhesion coefficient.

[0102] It can be understood that the vehicle speed (ie, vehicle speed) may be the actual speed of the vehicle or the estimated speed of the vehicle.

[0103] For example, the steering control device can determine the road adhesion coefficient based on the driver's input information. Figure 3C As shown, the steering control device may display a prompt box U3 on the display interface, prompting the user to "Please confirm the road type:". When the steering control device detects the user selecting the "Muddy Road" option U31, it may determine that the road type is muddy. The process for the steering control device detecting the user selecting other options is the same as described above and will not be further described here.

[0104] It is understood that the steering control device can determine the road adhesion coefficient by at least one of the above methods. The steering control device can also determine the road adhesion coefficient by other methods, which are not limited here.

[0105] As you can understand, the road adhesion coefficient reflects the friction characteristics between the tire and the road. A higher road adhesion coefficient means greater friction between the tire and the road, shorter braking distance, better acceleration, and greater steering stability. The road adhesion coefficient can affect a vehicle's braking, acceleration, and steering performance.

[0106] It is understood that through the above-mentioned steering control method, the steering control device can control the steering of the vehicle by applying the target driving torque to the front wheels on both sides of the vehicle. In this way, the steering control method of the present application can be applied to vehicles with any drive mode, such as two-wheel drive vehicles (including front-wheel drive vehicles and rear-wheel drive vehicles) or four-wheel drive vehicles.

[0107] In addition, in some embodiments, the steering control method provided in the present application can not only perform turning assist control on the front wheels on both sides and the inner rear wheel, but also perform turning assist control on the outer rear wheel, such as braking the outer rear wheel.

[0108] S204: During the process of controlling the vehicle's movement, if the rate of change of the vehicle's yaw velocity is greater than a yaw velocity change rate threshold, and / or the vehicle's yaw velocity is greater than a yaw velocity threshold, the vehicle's brakes are controlled to apply a second braking torque to the vehicle's outer rear wheels.

[0109] It is understandable that Figure 4C As shown in the figure, due to the locking of the inside rear wheel, the lateral force on the vehicle's front axle generates the yaw moment required for turning. Under the influence of this yaw moment, the vehicle tends to generate a large yaw angular velocity during the turn. This can affect vehicle stability, resulting in a certain degree of tailspin during the turn. It is difficult for the vehicle to make a fixed-axis turn around the locked inside rear wheel, and the driver can easily lose control of the vehicle.

[0110] In some embodiments, as Figure 4D As shown, the steering control device can monitor the vehicle's yaw rate in real time through the stability module. If the vehicle's yaw rate continues to increase, or the rate of change of the yaw rate exceeds a yaw rate change threshold, or the yaw rate exceeds the yaw rate threshold, the steering control device can apply a braking torque to the vehicle's outer rear wheel (i.e., the wheel coaxial with the locked wheel). If the rate of change of the vehicle's yaw rate is less than or equal to the yaw rate change threshold, or the yaw rate is less than or equal to the yaw rate threshold, the steering control device does not apply a braking torque to the vehicle's outer rear wheel. This can reduce the yaw torque of the vehicle during cornering, keeping the vehicle's yaw rate within a stable range during cornering and improving vehicle safety. In some embodiments, the steering control device can adjust the braking torque applied to the vehicle's outer rear wheel in real time based on the magnitude of the yaw rate or the rate of change of the yaw rate.

[0111] In some embodiments, the steering control device may apply a fixed braking torque to the outside rear wheel of the vehicle based on a yaw rate condition.

[0112] In some embodiments, when applying braking torque to the outer rear wheel, the steering control device may monitor the status of the outer rear wheel in real time. For example, if the outer rear wheel is completely locked, the steering control device may not continue to increase the braking torque applied to the outer rear wheel to avoid wasting brake resources.

[0113] It can be understood that, as mentioned above, the above-mentioned solutions of S201 to S204 are applicable to vehicles with any driving mode, such as four-wheel drive vehicles and two-wheel drive vehicles.

[0114] In addition, in some embodiments, for four-wheel drive vehicles, the present application can also further reduce the turning radius of the vehicle during steering by performing auxiliary turning control on the outer rear wheels.

[0115] Reference Figure 5 As shown, a steering control method provided by an embodiment of the present application can be executed by a steering control device. Specifically, the method includes the following process:

[0116] S501-S503, where the description of S501-S503 is the same as Figure 2 S201-S203 shown are the same and are not described here in detail.

[0117] S504: During the process of controlling the vehicle to travel, controlling the brake of the vehicle to apply a fifth driving torque to the outer rear wheel of the vehicle.

[0118] In some embodiments, during the process of controlling the driving of the vehicle, it may be first determined that the vehicle is a four-wheel drive vehicle, and then the brakes of the vehicle may be controlled to apply a fifth driving torque to the outer rear wheels of the vehicle.

[0119] Furthermore, in some embodiments, during vehicle control, the vehicle may first be determined to be a four-wheel drive vehicle, and then, if the rate of change of the yaw velocity is greater than a yaw velocity rate of change threshold and / or the yaw velocity of the vehicle is greater than the yaw velocity threshold, the vehicle's brakes may be controlled to apply a second braking torque to the vehicle's outer rear wheel. If the rate of change of the vehicle's yaw velocity is less than or equal to the yaw velocity rate of change threshold, or if the yaw velocity of the vehicle is less than or equal to the yaw velocity threshold, the steering control device may not apply a braking torque to the vehicle's outer rear wheel.

[0120] As an example, the fifth driving torque is less than the set driving torque. For example, the fifth driving torque can be determined based on vehicle speed, road adhesion coefficient, steering angle, etc. This is not limited here.

[0121] In some embodiments, for four-wheel drive vehicles, when the steering control device recognizes that the vehicle has a vehicle steering request, the steering control device can control the rear axle drive control execution unit through the driver, and the rear axle drive control execution unit can control the rear axle of the vehicle to apply driving torque to the rear wheels of the vehicle (including the outer rear wheel and the inner rear wheel).

[0122] In some embodiments, the steering control device can apply drive torque control to the rear axle drive control execution unit to reduce the rear axle drive torque. The drive torque can be zero or a small drive torque close to zero. This prevents damage to the rear axle hardware caused by the steering control device simultaneously applying lock control to the inner rear wheel and applying high drive torque control to the rear axle drive control execution unit.

[0123] In some embodiments, the steering control device can also apply drive torque control to the rear axle drive control execution unit to increase the rear axle drive torque. The drive torque can be the maximum positive drive torque that the rear axle drive control execution unit can provide. This can increase the vehicle's yaw moment in the turning direction, facilitating cornering.

[0124] It will be appreciated that the driving torques applied to the front axle drive control execution units described above may be greater than or less than the driver's request for the front axle drive torque. The driving torques applied to the rear axle drive control execution units described above may be greater than or less than the driver's request for the rear axle drive torque. The sum of the driving torques applied to the front axle drive control execution units and the rear axle drive control execution units described above may be greater than or less than the driver's request for the total vehicle drive torque.

[0125] In summary, through the above-described steering control method, the steering control device can reduce the lateral force on the front axle wheels by controlling the slip rate of the front axle wheels. Simultaneously, the braking torque applied to the locked inner rear wheel can generate a large yaw moment in the same direction as the turn. This allows the vehicle to turn around the inner rear wheel, minimizing the turning radius. It is understood that the above-described steering control method is applicable not only to four-wheel drive vehicles, but also to two-wheel drive vehicles (including front-wheel drive and rear-wheel drive vehicles), effectively reducing the turning radius of two-wheel drive vehicles, thereby expanding the range of vehicles that can use the turn assist function.

[0126] In an exemplary embodiment, the present application also provides a steering control device. Figure 6 As shown, Figure 6The following is a schematic diagram of the structure of a steering control device provided by an embodiment of the present application. The device of this embodiment includes: a turning assistance recognition module, a road surface recognition module, a braking torque control module, and a driving torque control module. A detailed description of each module is as follows.

[0127] The turning assistance recognition module is used to recognize the vehicle turning demand through different methods. The specific content of the turning assistance recognition module can be referred to the relevant description in the above S201 and will not be repeated here.

[0128] The road surface identification module is used to determine the road surface adhesion coefficient by different methods. The specific content of the road surface identification module can be referred to the relevant description in the above S203 and will not be repeated here.

[0129] The braking torque control module is configured to apply braking torque to the inner rear wheel to lock the inner rear wheel when the steering control device detects a steering demand. The details of the braking torque control module can be found in the description of S203 above and are not detailed here.

[0130] The driving torque control module is configured to apply driving torque to the front axle drive control execution unit to maintain the front axle wheel slip within a target data range when the steering control device identifies a vehicle steering request. The specific details of the driving torque control module can be found in the description of S202 above and are not detailed here.

[0131] The stability control module is configured to control the vehicle's brakes to apply a second braking torque to the vehicle's outer rear wheel if, during vehicle driving control, the rate of change of the vehicle's yaw rate is greater than a yaw rate change threshold and / or the vehicle's yaw rate is greater than a yaw rate threshold. The specific contents of the stability control module can be found in the description of S204 above and are not detailed here.

[0132] It is understood that the steering control device can determine whether the vehicle has a steering request through the turn assist recognition module. If the vehicle has a steering request, the steering control device can control the front axle drive control execution unit through the driver. The front axle drive control execution unit applies a first drive torque to both front wheels of the vehicle, controlling vehicle travel using the first drive torque as the target torque. Furthermore, in response to the vehicle steering request, the steering control device controls the brake execution unit through the vehicle's brakes. The brake execution unit applies a braking torque to the inner rear wheel to lock the inner rear wheel. It is understood that the steering control device can control the application of a braking torque corresponding to the road adhesion coefficient of the road on which the vehicle is traveling. If the rate of change of the vehicle's yaw rate is greater than a yaw rate change threshold and / or the vehicle's yaw rate is greater than a yaw rate threshold, the vehicle's brakes are controlled to apply a second braking torque to the outer rear wheel to control the vehicle's yaw rate within a stable range during the turn, thereby improving vehicle safety.

[0133] Next, combine Figure 7 Introduce the structure of the vehicle. Figure 7 A structural schematic diagram of a vehicle provided in an embodiment of the present application is shown.

[0134] Figure 7 This is a possible functional framework diagram of a vehicle 00 provided in an embodiment of the present application. Figure 7 As shown, the functional framework of the vehicle 00 may include various subsystems, such as the sensor system 10, the control system 20, one or more peripheral devices 30 (one is shown as an example), the power supply 40, and the computer system 50. Optionally, the vehicle 00 may also include other functional systems, such as an engine system that provides power to the vehicle 00, etc., which are not limited in this application.

[0135] The sensor system 10 may include several detection devices that sense the measured information and convert the sensed information into electrical signals or other desired information outputs according to certain rules. As shown in the figure, these detection devices may include a global positioning system 11 (GPS), a vehicle speed sensor 12, an inertial measurement unit 13 (IMU), etc., but this application does not limit them.

[0136] The Global Positioning System (GPS) 11 is a system that uses GPS positioning satellites to provide real-time positioning and navigation around the world. In the present application, the Global Positioning System (GPS) 11 can be used to achieve real-time positioning of the vehicle 00 and provide information on the vehicle's geographic location. The vehicle speed sensor 12 is used to detect the vehicle's speed. The inertial measurement unit 13, which may include a combination of an accelerometer and a gyroscope, is a device that measures the angular rate and acceleration of the vehicle 00. For example, while the vehicle 00 is traveling, the inertial measurement unit can measure changes in the position and angle of the vehicle body based on the inertial acceleration of the vehicle 00, such as measuring the acceleration and angular rate of the vehicle 00.

[0137] The control system 20 may include a steering unit 21 , a braking unit 22 , and the like.

[0138] The steering unit 21 may represent a system for adjusting the direction of travel of the vehicle 00, and may include, but is not limited to, a steering wheel or any other structural device for adjusting or controlling the direction of travel of the vehicle 00. The braking unit 22 may represent a system for slowing down the speed of the vehicle 00, and may also be referred to as the vehicle 00's braking system. It may include, but is not limited to, a brake controller, a decelerator, or any other structural device for slowing down the vehicle 00. In actual applications, the braking unit 22 may utilize friction to slow down the tires of the vehicle 00, thereby slowing down the speed of the vehicle 00.

[0139] Peripheral device 30 may include several components, such as the illustrated communication system 31, touch screen 32, and user interface 33. Communication system 31 is used to enable network communication between vehicle 00 and other devices outside of vehicle 00, such as electronic device 2. In practice, communication system 31 may utilize wireless or wired communication technology to enable network communication between vehicle 00 and other devices. Wired communication technology may involve communication between vehicle 00 and other devices via network cables or optical fibers. The wireless communication technology includes but is not limited to global system for mobile communications (GSM), general packet radio service (GPRS), code division multiple access (CDMA), wideband code division multiple access (WCDMA), time-division code division multiple access (TD-SCDMA), long term evolution (LTE), wireless local area networks (WLAN) (such as wireless fidelity (Wi-Fi) networks), Bluetooth (BT), global navigation satellite system (GNSS), frequency modulation (FM), near field communication (NFC) and infrared technology (IR), etc.

[0140] The touch screen 32 may be used to detect operation instructions on the touch screen 32 .

[0141] Several functions of the vehicle 00 are controlled and implemented by the computer system 50. The computer system 50 is used to execute the data compression method described above. The computer system 50 may include multiple processors such as a general-purpose processor 51, a memory 55 (also referred to as a storage device), and a gateway 56. In actual applications, the memory 55 is also inside the computer system 50, or it may be outside the computer system 50, for example, as a cache in the vehicle 00, etc., which is not limited in this application.

[0142] The general purpose processor 51 may be, for example, a graphics processing unit (GPU).

[0143] The memory 55 may include a volatile memory, such as a random access memory (RAM); the memory may also include a non-volatile memory, such as a read-only memory (ROM), a flash memory, a hard disk drive (HDD), or a solid state drive (SSD); the memory 55 may also include a combination of the above types of memory. The memory 55 can be used to store a set of program codes or instructions corresponding to the program codes, so that the processor 51 can call the program codes or instructions stored in the memory 55 to implement the corresponding functions of the vehicle 00. This function includes but is not limited to Figure 7 Part or all of the functions in the functional framework diagram of vehicle 00 shown.

[0144] Optionally, in addition to storing program code or instructions, memory 55 may also store information such as road maps, driving routes, and sensor data. Computer system 50 may be combined with other components in the functional framework diagram of vehicle 00, such as sensors and GPS in the sensor system, to implement relevant functions of vehicle 00. For example, computer system 50 may control the driving direction or speed of vehicle 00 based on data input from sensor system 10, although this is not a limitation in this application.

[0145] It should be noted that the above Figure 7 This is only a possible functional framework diagram of the vehicle 00. In actual applications, the vehicle 00 may include more or fewer systems or components, which is not limited in this application.

[0146] In some possible embodiments, the present application provides an electronic device, including: a memory for storing instructions executed by one or more processors of the electronic device; and a processor, which is one of the one or more processors of the electronic device, for executing the steering control methods described in the various embodiments described above. It is understood that the electronic device may be the vehicle terminal described above.

[0147] In some possible embodiments, the present application provides a readable storage medium having instructions stored thereon. When the instructions are executed on an electronic device, the electronic device executes the steering control methods in the various embodiments described above.

[0148] In some possible embodiments, the present application provides a computer program product, which includes computer instructions. When executed by an electronic device, the electronic device executes the computer program code of the steering control method in the various embodiments described above.

[0149] The various embodiments of the mechanisms disclosed in this application can be implemented in hardware, software, firmware, or a combination of these implementation methods. The embodiments of the present application can be implemented as a computer program or program code executed on a programmable system, which includes at least one processor, a storage system (including volatile and non-volatile memory and / or storage elements), at least one input device, and at least one output device.

[0150] Program code can be applied to input instructions to perform the functions described herein and generate output information. The output information can be applied to one or more output devices in a known manner. For purposes of this application, a processing system includes any system having a processor such as, for example, a digital signal processor (DSP), a microcontroller, an application-specific integrated circuit (ASIC), or a microprocessor.

[0151] Program code can be implemented with a high-level programming language or an object-oriented programming language to communicate with the processing system. Where necessary, program code can also be implemented in assembly language or machine language. In fact, the mechanism described in this application is not limited to the scope of any particular programming language. In either case, the language can be a compiled language or an interpreted language.

[0152] In some cases, the disclosed embodiments may be implemented in hardware, firmware, software, or any combination thereof. The disclosed embodiments may also be implemented as instructions carried or stored on one or more temporary or non-temporary machine-readable (e.g., computer-readable) storage media, which may be read and executed by one or more processors. For example, instructions may be distributed over a network or through other computer-readable media. Therefore, a machine-readable medium may include any mechanism for storing or transmitting information in a machine (e.g., computer) readable form, including but not limited to floppy disks, optical disks, optical discs, read-only memories (compact disc read-only memories, CD-ROMs), magneto-optical disks, ROMs, RAMs, erasable programmable read-only memories (EPROMs), electrically erasable programmable read-only memories (EEPROMs), magnetic or optical cards, flash memory, or a tangible machine-readable memory for transmitting information (e.g., carrier waves, infrared signals, digital signals, etc.) using the Internet in electrical, optical, acoustic, or other forms of propagation signals. Accordingly, machine-readable media includes any type of machine-readable media suitable for storing or transmitting electronic instructions or information in a form readable by a machine (eg, a computer).

[0153] In the accompanying drawings, some structural or method features may be shown in a particular arrangement and / or order. However, it should be understood that such a particular arrangement and / or order may not be required. Rather, in some embodiments, these features may be arranged in a manner and / or order different from that shown in the illustrative drawings. In addition, the inclusion of a structural or method feature in a particular figure does not imply that such feature is required in all embodiments, and in some embodiments, such features may not be included or may be combined with other features.

[0154] It should be noted that the units / modules mentioned in the various device embodiments of the present application are all logical units / modules. Physically, a logical unit / module can be a physical unit / module, or a part of a physical unit / module, or can be implemented as a combination of multiple physical units / modules. The physical implementation of these logical units / modules themselves is not the most important. The combination of functions implemented by these logical units / modules is the key to solving the technical problems raised by this application. In addition, in order to highlight the innovative part of this application, the above-mentioned device embodiments of this application do not introduce units / modules that are not closely related to solving the technical problems raised by this application. This does not mean that other units / modules do not exist in the above-mentioned device embodiments.

[0155] It should be noted that in the examples and description of this patent, relational terms such as first and second, etc. are used only to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device that includes a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, an element defined by the sentence "including a" does not exclude the presence of other identical elements in the process, method, article or device that includes the element.

[0156] Although the present application has been shown and described with reference to certain preferred embodiments thereof, it will be understood by those skilled in the art that various changes in form and details may be made therein without departing from the spirit and scope of the application.

Claims

1. A steering control method, applied to a vehicle, characterized in that: include: detecting a vehicle steering request that satisfies steering conditions; In response to the vehicle steering request, a target driving torque is applied to both front wheels by a driver of the vehicle to control the vehicle to travel, wherein the target driving torque is related to the slip ratio of the both front wheels.

2. The method according to claim 1, characterized in that The turning condition includes at least one of the following: The absolute value of the steering angle of the vehicle is greater than a vehicle steering angle threshold; or, The absolute value of the vehicle's yaw rate is greater than a vehicle yaw rate threshold; or Receiving a user input instruction for starting a steering assist function; or, The steering angle direction of the vehicle is the first direction or the second direction; or, The value of the yaw rate of the vehicle is a positive number or a negative number; or, Receive turn direction information input by the user.

3. The method according to claim 1, characterized in that Under the target driving torque, the slip ratios of the front wheels on both sides are within a target data range.

4. The method according to claim 1, wherein The method of applying target driving torque to the front wheels on both sides by a driver of the vehicle to control the vehicle to travel includes: Controlling a driver of the vehicle to apply a first driving torque to the front wheels on both sides, and controlling the vehicle to travel with the first driving torque as a target torque; If it is detected that the slip rate of the front wheels on both sides under the first driving torque is less than the target numerical range, the vehicle is controlled to travel with a second driving torque that is greater than the first driving torque. If it is detected that the slip rate of the front wheels on both sides is within the target numerical range, the second driving torque is used as the target torque to continue to control the vehicle.

5. The method according to claim 1, wherein The method of applying target driving torque to the front wheels on both sides by a driver of the vehicle to control the vehicle to travel includes: controlling a driver of the vehicle to apply a third driving torque to the front wheels on both sides, and controlling the vehicle to travel with the third driving torque as a target torque; If it is detected that the slip rate of the front wheels on both sides under the third driving torque is greater than the target numerical range, the vehicle is controlled to travel with a fourth driving torque that is less than the third driving torque. If it is detected that the slip rate of the front wheels on both sides is within the target numerical range, the fourth driving torque is used as the target torque to continue to control the vehicle.

6. The method according to claim 1, characterized in that The method further comprises: During the process of controlling the vehicle to travel, the brake of the vehicle is controlled to apply a first braking torque to the inner rear wheel of the vehicle, wherein the first braking torque is associated with a degree of friction of a current road surface on the vehicle.

7. The method according to claim 6, characterized in that The step of controlling the brake of the vehicle to apply a first braking torque to the inner rear wheel of the vehicle during the process of controlling the vehicle to travel includes: During the process of controlling the vehicle to travel, the vehicle is controlled to apply the first braking torque corresponding to the road adhesion coefficient to the inner rear wheel of the vehicle according to the road adhesion coefficient of the road on which the vehicle is located.

8. The method according to claim 7, characterized in that The road adhesion coefficient is determined according to at least one of the following methods: Identifying the road surface type of the road surface according to a road surface sensor in the vehicle, and determining the road surface adhesion coefficient according to the road surface type; or determining the road adhesion coefficient according to at least one of the vehicle speed, wheel speed, and driving torque of the vehicle; or The road adhesion coefficient is determined according to the road type input by the user.

9. The method according to claim 1, characterized in that The method further comprises: During the process of controlling the vehicle to travel, a driver controls the vehicle to apply a fifth driving torque to an outer rear wheel of the vehicle, where the fifth driving torque is less than a set driving torque.

10. The method according to claim 1, characterized in that The method further comprises: During the process of controlling the driving of the vehicle, if the rate of change of the yaw velocity of the vehicle is greater than a yaw velocity change rate threshold, and / or the yaw velocity of the vehicle is greater than a yaw velocity threshold, the brake of the vehicle is controlled to apply a second braking torque to the outer rear wheel of the vehicle.

11. The method according to claim 8, characterized in that The road surface type includes one or more of the following: high-adhesion asphalt road, muddy road, gravel road, cement road, dry asphalt, wet and slippery road, and icy and snowy road.

12. A readable medium, characterized in that The readable medium stores instructions, which, when executed on an electronic device, enable the electronic device to execute the method according to any one of claims 1 to 11.

13. An electronic device, characterized in that: include: a memory for storing instructions to be executed by one or more processors of the electronic device, and The processor is one of the processors of an electronic device, and is configured to execute the method according to any one of claims 1 to 11.

14. A program product, characterized in that The program product includes instructions, and when the instructions are executed on an electronic device, the electronic device implements the method according to any one of claims 1 to 11.

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