Limit condition stability control method and device for steer-by-wire vehicle and vehicle

Abstract

The application discloses a kind of drive-by-wire steering vehicle limit working condition stability control method, device and vehicle.The application relates to the field of intelligent automobile, wherein the method comprises: obtaining vehicle data and road surface information data in the process of vehicle travel;Based on vehicle data, determine the initial steering transmission ratio from the first preset mapping diagram, wherein the first preset mapping diagram is used to represent the mapping relationship between different vehicle data and steering transmission ratio;Based on vehicle data and road surface information data, determine the target coefficient corresponding to the current state of the vehicle;Determine the target steering transmission ratio based on the target coefficient and the initial steering transmission ratio;Based on target steering transmission ratio, steering control is carried out on the vehicle.The application solves the technical problem that the vehicle is easy to lose control in the limit working condition in the related art.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of intelligent vehicles, in particular to a steer-by-wire vehicle limit condition stability control method and device and vehicle. BACKGROUND

[0002] At present, the mainstream method for designing the variable steering transmission ratio function of the steer-by-wire system is to look up a table according to real-time vehicle speed information and steering wheel angle information, thereby outputting real-time steering transmission ratio. In most driving conditions, the driver can more easily and comfortably control the vehicle. However, in limit conditions, the driver will still have a high probability of facing the risk of vehicle instability or even loss of control.

[0003] At present, no effective solution has been proposed for the above problems. SUMMARY

[0004] The embodiments of the present application provide a steer-by-wire vehicle limit condition stability control method and device and vehicle to at least solve the technical problem that the vehicle is prone to loss of control in limit conditions in the related art.

[0005] According to an aspect of the embodiments of the present application, a steer-by-wire vehicle limit condition stability control method is provided, including: obtaining vehicle data and road surface information data in a vehicle driving process; determining an initial steering transmission ratio from a first preset mapping graph based on the vehicle data, wherein the first preset mapping graph is used to represent a mapping relationship between different vehicle data and steering transmission ratio; determining a target coefficient corresponding to a current state of the vehicle based on the vehicle data and the road surface information data; determining a target steering transmission ratio based on the target coefficient and the initial steering transmission ratio; and performing steering control on the vehicle based on the target steering transmission ratio.

[0006] Optionally, determining the target coefficient corresponding to the current state of the vehicle based on the vehicle data and the road surface information data includes: determining whether the current state is in a preset state based on the vehicle data and the road surface information data, wherein the preset state is used to represent that the stability of the vehicle reaches a threshold; in response to the current state being in the preset state, obtaining the target coefficient based on the vehicle data and the road surface information data; and in response to the current state not being in the preset state, determining the target coefficient as a preset value.

[0007] Optionally, determining whether the current state is in the preset state based on the vehicle data and the road surface information data includes: determining first vehicle data corresponding to a stable state of the vehicle based on a preset steering wheel angle range of the vehicle; adjusting the first vehicle data to obtain second vehicle data corresponding to the preset state; in response to the vehicle data matching the second vehicle data, determining that the current state is in the preset state; and in response to the vehicle data not matching the second vehicle data, determining that the current state is not in the preset state.

[0008] Optionally, the first vehicle data corresponding to the stable state of the vehicle is determined based on a preset angle range of a steering wheel of the vehicle, including: determining preset vehicle speeds corresponding to a plurality of preset angles in the preset angle range from a first preset mapping table; and constructing the first vehicle data based on the plurality of preset angles and the preset vehicle speeds corresponding to the plurality of preset angles.

[0009] Optionally, the first vehicle data is adjusted to obtain second vehicle data corresponding to the preset state, including: performing a narrowing operation and an amplifying operation on the preset angle range based on the first preset mapping table to obtain a narrowed angle range and an amplified angle range; obtaining a difference between the amplified angle range and the narrowed angle range to obtain a target angle range; determining target vehicle speeds corresponding to a plurality of target angles in the target angle range from the first preset mapping table; and constructing the second vehicle data based on the plurality of target angles and the target vehicle speeds corresponding to the plurality of target angles.

[0010] Optionally, in response to the vehicle data at least including the angle of the steering wheel and the vehicle speed, the method further includes: determining that the current state is in the preset state in response to the vehicle data matching the second vehicle data, including: determining that the current state is in the preset state in response to the angle being in the target angle range and the vehicle speed being the target vehicle speed corresponding to the angle; and determining that the current state is not in the preset state in response to the vehicle data not matching the second vehicle data, including: determining that the current state is not in the preset state in response to the angle not being in the target angle range or the vehicle speed not being the target vehicle speed corresponding to the angle.

[0011] Optionally, the target coefficient is obtained based on the vehicle data and the road surface information data, including: obtaining a second preset mapping table, wherein the second preset mapping table is used to represent a mapping relationship between different vehicle data and different road surface information data and the coefficient; and obtaining the target coefficient from the second preset mapping table based on the vehicle data and the road surface information data.

[0012] Optionally, the target steering transmission ratio is determined based on the target coefficient and the initial steering transmission ratio, including: obtaining a product of the target coefficient and the initial steering transmission ratio to obtain a weighted steering transmission ratio; and obtaining a sum of the weighted steering transmission ratio and the initial steering transmission ratio to obtain the target steering transmission ratio.

[0013] According to another aspect of the embodiments of the present application, there is also provided a device for controlling stability of a steer-by-wire vehicle in extreme working conditions, comprising: a data acquisition module configured to acquire vehicle data and road information data during vehicle driving; a first determination module configured to determine an initial steering transmission ratio based on the vehicle data from a first preset mapping table, wherein the first preset mapping table is configured to represent a mapping relationship between different vehicle data and steering transmission ratios; a coefficient determination module configured to determine a target coefficient corresponding to a current state of the vehicle based on the vehicle data and the road information data; a second determination module configured to determine a target steering transmission ratio based on the target coefficient and the initial steering transmission ratio; and a control module configured to control steering of the vehicle based on the target steering transmission ratio.

[0014] According to another aspect of the embodiments of the present application, there is also provided an electronic device, comprising: one or more processors; a storage device configured to store one or more programs; and when the one or more programs are executed by the one or more processors, the one or more processors are caused to perform any one of the above-mentioned methods for controlling stability of a steer-by-wire vehicle in extreme working conditions.

[0015] According to another aspect of the embodiments of the present application, there is also provided a vehicle, comprising: one or more processors; a storage device configured to store one or more programs; and when the one or more programs are executed by the one or more processors, the one or more processors are caused to perform any one of the above-mentioned methods for controlling stability of a steer-by-wire vehicle in extreme working conditions.

[0016] Through the above steps, the vehicle data and the road information data during vehicle driving are acquired; the initial steering transmission ratio is determined based on the vehicle data from the first preset mapping table, wherein the first preset mapping table is configured to represent a mapping relationship between different vehicle data and steering transmission ratios; the target coefficient corresponding to the current state of the vehicle is determined based on the vehicle data and the road information data; the target steering transmission ratio is determined based on the target coefficient and the initial steering transmission ratio; and the steering of the vehicle is controlled based on the target steering transmission ratio. It is easy to note that the target coefficient in the current state of the vehicle can be determined based on the vehicle data and the road information data, and then the target steering transmission ratio is determined based on the target coefficient in the current state of the vehicle and the initial steering transmission ratio, so as to control the vehicle. Since the vehicle data and the road information data are considered when the target steering transmission ratio is determined, the vehicle can be controlled even in extreme working conditions, thereby reducing the risk of losing control of the vehicle when driving in extreme working conditions, and further solving the technical problem that the vehicle is easy to lose control in extreme working conditions in the related art. BRIEF DESCRIPTION OF DRAWINGS

[0017] The accompanying drawings, which are included to provide a further understanding of the application and are incorporated in and constitute a part of this application, illustrate embodiments of the application and together with the description serve to explain the application. In the drawings:

[0018] Figure 1 is a flow chart of an optional limit working condition stability control method of a steer-by-wire vehicle according to an embodiment of the application;

[0019] Figure 2 is an optional three-dimensional map mapping schematic diagram according to an embodiment of the application;

[0020] Figure 3 is an action area schematic diagram of an optional limit working condition stability control method of a steer-by-wire vehicle according to an embodiment of the application;

[0021] Figure 4 is a schematic diagram of an optional limit working condition stability coefficient according to an embodiment of the application;

[0022] Figure 5 is a schematic diagram of a limit working condition stability control device of a steer-by-wire vehicle according to an embodiment of the application. DETAILED DESCRIPTION

[0023] In order to make the technical personnel of the present application better understand the present application, the following will be combined with the drawings of the embodiments of the present application, the technical solutions in the embodiments of the present application are described clearly and completely, obviously, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative labor should belong to the scope of protection of the present application.

[0024] It should be noted that the terms "first", "second", and the like in the specification and claims of the present application and the above-mentioned drawings are used to distinguish similar objects, and do not necessarily indicate a specific order or sequence. It should be understood that the data thus used can be interchanged under appropriate circumstances, so that the embodiments of the application described herein can be implemented in an order other than that illustrated or described herein. In addition, the terms "include" and "have" and any variations thereof are intended to cover non-exclusive inclusion, for example, a process, method, system, product or device including a series of steps or units does not necessarily limit to those steps or units clearly listed, but can include other steps or units not clearly listed or inherent to these processes, methods, products or devices.

[0025] Embodiment 1

[0026] According to the embodiments of the present application, a kind of limit working condition stability control method of steer-by-wire vehicle is provided, it needs to be explained, the steps shown in the flow chart of the drawing can be executed in computer system, such as a group of computer executable instructions, and although the logical order is shown in the flow chart, in some cases, the steps shown or described can be executed by different order from here.

[0027] Figure 1 It is according to the flow chart of an optional limit working condition stability control method of steer-by-wire vehicle according to the embodiments of the present application, as Figure 1 Shown, the method comprises the following steps:

[0028] Step S102, obtains vehicle data and road surface information data in the process of vehicle travel.

[0029] The above-mentioned vehicle data can include steering wheel angle, and the data information such as the speed of vehicle, but not only limited to this.

[0030] The above-mentioned road surface information data can include road adhesion coefficient, but not only limited to this.

[0031] In an optional embodiment, the steering wheel angle on the vehicle can be obtained in real time by the vehicle-mounted sensor installed on the vehicle, the current speed of vehicle is displayed by the instrument panel on the vehicle, so as to obtain the speed of vehicle, and the road adhesion coefficient is obtained by road adhesion coefficient estimation observer. Optionally, the above-mentioned vehicle-mounted sensor can include but not limited to steering wheel angle sensor and wheel speed sensor, and the above-mentioned road adhesion coefficient estimation observer can include but not limited to observer in vehicle braking system or vehicle chassis domain control system.

[0032] Step S104, determines initial steering transmission ratio from the first preset mapping based on vehicle data, wherein the first preset mapping is used to represent the mapping relationship between different vehicle data and steering transmission ratio.

[0033] The above-mentioned first preset mapping can be a three-dimensional map mapping pre-calibrated by real vehicle, wherein the three-dimensional map mapping is a kind of mapping relationship according to input parameter reading output value, -optionally, the first preset mapping can be used to represent the mapping relationship between different vehicle data and steering transmission ratio.

[0034] In an optional embodiment, after obtaining vehicle data, the steering wheel angle contained in vehicle data and the speed of vehicle can be input into the three-dimensional map mapping pre-calibrated by real vehicle, so that the initial steering transmission ratio corresponding to different vehicle data can be mapped.

[0035] Figure 2This is an optional 3D map mapping diagram according to an embodiment of the present invention, such as... Figure 2 As shown, the first input coordinate of this 3D map is the vehicle's speed, and the second input coordinate is the steering wheel angle. Optionally, the initial steering ratio can be determined through vehicle calibration. Optionally, the initial steering ratio can increase with increasing vehicle speed. For example, with a steering wheel angle of 0, the maximum value of the initial steering ratio can be 24 when the vehicle speed is greater than or equal to 120 km / h, and the minimum value can be 8 when the vehicle speed is 0 km / h. Optionally, the initial steering ratio can decrease with increasing steering wheel angle. For example, with a vehicle speed greater than or equal to 120 km / h, the maximum value of the initial steering ratio can be 24 when the steering wheel angle is 0 degrees, and the minimum value can be 5.5 when the steering wheel angle is greater than or equal to 150 degrees.

[0036] Step S106: Based on vehicle data and road information data, determine the target coefficient corresponding to the current state of the vehicle.

[0037] The target coefficient mentioned above can be the extreme condition stability coefficient. Optionally, the extreme condition stability coefficient can be obtained by inputting the vehicle speed from the vehicle data and the road adhesion coefficient from the road information data into the three-dimensional map established by the pre-calibrated vehicle.

[0038] Step S108: Determine the target steering ratio based on the target coefficient and the initial steering ratio.

[0039] In one optional embodiment, after obtaining the target coefficient and the initial steering ratio, the target steering ratio can be determined based on the target coefficient and the initial steering ratio. This can be achieved by obtaining the product of the target coefficient and the initial steering ratio, and then summing the product of the target coefficient and the initial steering ratio to obtain the target steering ratio.

[0040] Step S110: Perform steering control on the vehicle based on the target steering gear ratio.

[0041] In one alternative embodiment, after obtaining the target steering gear ratio, the vehicle can be controlled using the target steering gear ratio, thereby enabling vehicle control under extreme conditions, reducing the driver's burden, lowering the risk of vehicle loss of control under extreme conditions, and thus solving the technical problem of vehicle loss of control under extreme conditions in related technologies.

[0042] By the above steps, the vehicle data and the road information data in the vehicle driving process are obtained; based on the vehicle data, an initial steering transmission ratio is determined from a first preset mapping diagram, wherein the first preset mapping diagram is used to represent a mapping relationship between different vehicle data and the steering transmission ratio; based on the vehicle data and the road information data, a target coefficient corresponding to a current state of the vehicle is determined; based on the target coefficient and the initial steering transmission ratio, a target steering transmission ratio is determined; and based on the target steering transmission ratio, the vehicle is controlled. It is easy to note that the target coefficient in the current state of the vehicle can be determined based on the vehicle data and the road information data, and then the target steering transmission ratio is determined based on the target coefficient in the current state of the vehicle and the initial steering transmission ratio, so as to control the vehicle. Since the vehicle data and the road information data are considered when the target steering transmission ratio is determined, the vehicle can be controlled even in the extreme working condition, thereby reducing the risk of losing control of the vehicle when driving in the extreme working condition, and thereby solving the technical problem that the vehicle is easy to lose control in the extreme working condition in the related art.

[0043] Optionally, based on the vehicle data and the road information data, the target coefficient corresponding to the current state of the vehicle is determined, including: based on the vehicle data and the road information data, it is determined whether the current state is in a preset state, wherein the preset state is used to represent that the stability of the vehicle reaches a threshold value; in response to the current state being in the preset state, the target coefficient is obtained based on the vehicle data and the road information data; and in response to the current state not being in the preset state, the target coefficient is determined as a preset value.

[0044] The above-mentioned preset state can be a region on which the online control steering vehicle extreme working condition stability control method for vehicle driving acts.

[0045] The above-mentioned threshold value can be set by a person skilled in the art according to requirements, and the size of the threshold value is not specifically limited in the present application.

[0046] The above-mentioned preset value can be set by a person skilled in the art according to requirements, and the size of the preset value is not specifically limited in the present application. In the present application, the preset value is 0.

[0047] In an optional embodiment, when determining the target coefficient corresponding to the current state of the vehicle, it is necessary to determine whether the vehicle is in the region where the limit working condition stability control method of the steer-by-wire vehicle is applied. Optionally, if the vehicle is in the region where the limit working condition stability control method of the steer-by-wire vehicle is applied, it is considered that the vehicle is in a state of impending instability, so control is needed. Therefore, the target coefficient can be obtained based on the vehicle data and the road information data, that is, by inputting the vehicle driving speed in the vehicle data and the road adhesion coefficient in the road information data into the three-dimensional map mapping diagram established by pre-vehicle calibration, thereby obtaining the limit working condition stability coefficient. Optionally, if the vehicle is not in the region where the limit working condition stability control method of the steer-by-wire vehicle is applied, it is considered that the vehicle is in a stable driving state and is in a state controllable by the driver, so the target coefficient can be determined as a preset value 0.

[0048] Optionally, based on the vehicle data and the road information data, it is determined whether the current state is in a preset state, including: determining first vehicle data corresponding to a stable state of the vehicle based on a preset steering angle range of a steering wheel of the vehicle; adjusting the first vehicle data to obtain second vehicle data corresponding to the preset state; in response to the vehicle data matching the second vehicle data, determining that the current state is in the preset state; and in response to the vehicle data not matching the second vehicle data, determining that the current state is not in the preset state.

[0049] The preset steering angle range of the steering wheel of the vehicle described above can be a size range interval of the steering angle of the steering wheel of the vehicle, that is, an interval of the limit value of the steering angle of the steering wheel when the vehicle turns left and right, for indicating the limit driving state of the vehicle. If the steering angle of the steering wheel of the vehicle is in the preset steering angle range, it is considered that the vehicle is in a stable state.

[0050] The first vehicle data described above can be the data of the vehicle corresponding to the size of the steering angle of the steering wheel of the vehicle in the preset steering angle range.

[0051] The second vehicle data described above can be the data of the vehicle corresponding to the preset state obtained after adjusting the first vehicle data.

[0052] In an optional embodiment, when judging whether the vehicle is in the preset state, a preset steering wheel angle range of the vehicle can be set in advance, and optionally, whether the steering wheel angle in the vehicle data is in the preset angle range is determined, and in the case that the steering wheel angle is in the preset angle range, it is considered that the vehicle is in a stable state, and the first vehicle data in the state is determined, and further, the first vehicle data is enlarged and reduced to obtain the second vehicle data in the stable state, and the second vehicle data is matched with the vehicle data, if the vehicle data can be matched with the second vehicle data successfully, it is considered that the current state of the vehicle is in the preset state, and if the vehicle data cannot be matched with the second vehicle data successfully, it is considered that the current state of the vehicle is not in the preset state.

[0053] Optionally, based on the preset steering wheel angle range of the vehicle, the first vehicle data corresponding to the stable state of the vehicle is determined, including: determining the preset vehicle speed corresponding to the plurality of preset steering angles in the preset angle range from the first preset mapping diagram; based on the plurality of preset steering angles and the preset vehicle speed corresponding to the plurality of preset steering angles, the first vehicle data is constructed.

[0054] In an optional embodiment, the preset vehicle speed corresponding to the plurality of preset steering angles can be determined by the first preset mapping diagram, and optionally, the first preset mapping diagram, that is, a three-dimensional map mapping relationship of a steer-by-wire variable steering transmission ratio function is shown in the three-dimensional map mapping diagram, and by determining the steering wheel angle in the first preset mapping diagram, the corresponding vehicle speed can be mapped. Therefore, a plurality of different preset steering angles can be set in the preset angle range in advance, so that a plurality of corresponding preset vehicle speeds can be mapped. Further, the plurality of preset steering angles and the plurality of preset vehicle speeds corresponding to the plurality of preset steering angles can be determined as the first vehicle data.

[0055] Optionally, the first vehicle data is adjusted to obtain the second vehicle data corresponding to the preset state, including: based on the first preset mapping diagram, the preset angle range is reduced and enlarged to obtain a reduced angle range and an enlarged angle range; the difference between the enlarged angle range and the reduced angle range is obtained to obtain a target angle range; the target vehicle speed corresponding to the plurality of target steering angles in the target angle range is determined from the first preset mapping diagram; based on the plurality of target steering angles and the target vehicle speed corresponding to the plurality of target steering angles, the second vehicle data is constructed.

[0056] The reduced angle range and the enlarged angle range described above can be set by those skilled in the art according to requirements, and the reduced angle range and the enlarged angle range are not specifically limited in the present application. In the present application, the reduced angle range is taken as an example of thirty percent of the boundary of the vehicle stable driving area, and the enlarged angle range is taken as an example of twenty percent of the boundary of the vehicle stable driving area.

[0057] In an optional embodiment, after the first vehicle data is determined, the preset steering angle range can be enlarged and reduced. Optionally, the upper limit of the control method action region boundary can be designed based on a 20% expansion of the vehicle stable driving region boundary, and the lower limit of the control method action region boundary can be designed based on a 30% reduction of the vehicle stable driving region boundary, that is, the reduced steering angle range is 30% of the vehicle stable driving region boundary, and the enlarged steering angle range is 20% of the vehicle stable driving region boundary. Further, the difference between the enlarged steering angle range and the reduced steering angle range can be obtained, and the difference between the enlarged steering angle range and the reduced steering angle range is determined as the target steering angle range. Further, the target vehicle speed corresponding to the plurality of target steering angles in the target steering angle range can be obtained from the first preset map, and the plurality of target steering angles and the target vehicle speed corresponding to the plurality of target steering angles are determined as the second vehicle data.

[0058] Figure 3 is a schematic diagram of the action region of an optional vehicle limit working condition stability control method according to an embodiment of the application, as shown in Figure 3 , the steering wheel steering angle is positive when the vehicle turns left, and the steering wheel steering angle is negative when the vehicle turns right. The two solid lines are the vehicle stable driving region boundary, wherein the vehicle stable driving region boundary can be generated by processing the pre-existing real vehicle test data and performing curve fitting on the processed real vehicle test data. Optionally, the two solid lines respectively represent the steering wheel steering angle limit value when the vehicle turns left and right, indicating the limit driving state of the vehicle. The area surrounded by the two solid lines is the vehicle stable driving region. The area outside the two solid lines is the vehicle instability region. The left two dashed lines are the action region boundary of the vehicle limit working condition stability control method when the vehicle turns right, and the area surrounded by the two dashed lines is the action region of the vehicle limit working condition stability control method when the vehicle turns right. The range of the action region can be designed based on the left solid line. The right two dashed lines are the control method action region boundary when the vehicle turns left, and the area surrounded by the two dashed lines is the control method action region when the vehicle turns left, and the range of the control method action region can be designed based on the right solid line.

[0059] Optionally, in response to the vehicle data at least comprising the steering wheel angle and the vehicle speed, the method further comprises: in response to the vehicle data matching the second vehicle data, determining that the current state is in the preset state, comprising: in response to the steering wheel angle being in the target steering wheel angle range and the vehicle speed being the target vehicle speed corresponding to the steering wheel angle, determining that the current state is in the preset state; in response to the vehicle data not matching the second vehicle data, determining that the current state is not in the preset state, comprising: in response to the steering wheel angle not being in the target steering wheel angle range or the vehicle speed not being the target vehicle speed corresponding to the steering wheel angle, determining that the current state is not in the preset state.

[0060] In an optional embodiment, if the steering wheel angle is in the target steering wheel angle range and the vehicle speed is the target vehicle speed corresponding to the steering wheel angle, it can be considered that the current state of the vehicle is in the preset state, that is, the second vehicle data matches the vehicle data successfully, and thus the target coefficient can be obtained based on the vehicle data and the road surface information data, that is, by inputting the vehicle speed in the vehicle data and the road surface adhesion coefficient in the road surface information data into the three-dimensional map mapping diagram established in advance through real vehicle calibration, to obtain the limit working condition stability coefficient.

[0061] In another optional embodiment, if the steering wheel angle is not in the target steering wheel angle range or the vehicle speed is not the target vehicle speed corresponding to the steering wheel angle, it is considered that the current state is not in the preset state, and thus it is necessary to determine that the target coefficient is a preset value.

[0062] Optionally, the target coefficient is obtained based on the vehicle data and the road surface information data, comprising: obtaining a second preset mapping diagram, wherein the second preset mapping diagram is used to represent the mapping relationship between different vehicle data and different road surface information data and the coefficient; and obtaining the target coefficient from the second preset mapping diagram based on the vehicle data and the road surface information data.

[0063] The second preset mapping diagram described above can be a three-dimensional map mapping diagram, wherein the three-dimensional map mapping diagram can be used to represent the mapping relationship between different vehicle data and different road surface information data and the coefficient. Further, after obtaining the vehicle data and the road surface information data, the corresponding target coefficient can be obtained based on the second preset mapping diagram.

[0064] Figure 4 is a schematic diagram of an optional limit working condition stability coefficient according to an embodiment of the application, as Figure 4As shown in the figure, the first input coordinate of the three-dimensional map corresponding to the limit working condition stability coefficient is vehicle speed, and the second input coordinate is road adhesion coefficient. Optionally, the limit working condition stability coefficient corresponding output can be determined through real vehicle calibration. The limit working condition stability coefficient increases with the increase of vehicle speed, for example, in the case of road adhesion coefficient less than or equal to 0.1, when the vehicle speed is greater than or equal to 120 kilometers per hour, the maximum limit working condition stability coefficient can be set to 0.65, and when the vehicle speed is less than or equal to 30 kilometers per hour, the minimum limit working condition stability coefficient can be set to 0.2. Optionally, the limit working condition stability coefficient decreases with the increase of road adhesion coefficient, for example, in the case of vehicle speed greater than or equal to 120 kilometers per hour, when the road adhesion coefficient is less than or equal to 0.1, the maximum limit working condition stability coefficient can be set to 0.65, and when the road adhesion coefficient is greater than or equal to 1, the minimum limit working condition stability coefficient can be set to 0.3.

[0065] Optionally, based on the target coefficient and the initial steering transmission ratio, the target steering transmission ratio is determined, including: obtaining the product of the target coefficient and the initial steering transmission ratio to obtain a weighted steering transmission ratio; obtaining the sum of the weighted steering transmission ratio and the initial steering transmission ratio to obtain the target steering transmission ratio.

[0066] In an optional embodiment, after obtaining the target coefficient and the initial steering transmission ratio, the target steering transmission ratio can be determined based on the target coefficient and the initial steering transmission ratio. Optionally, the target steering transmission ratio can be calculated by the following formula wherein, is the target steering transmission ratio, is the initial steering transmission ratio, is the target coefficient.

[0067] Embodiment 2

[0068] According to the embodiments of the present application, a steer-by-wire vehicle limit working condition stability control device is also provided, which can execute the steer-by-wire vehicle limit working condition stability control method in the above embodiments, Figure 5 is a schematic diagram of a steer-by-wire vehicle limit working condition stability control device according to an embodiment of the present application, as Figure 5 shown, the device comprises the following components:

[0069] The data acquisition module 502 is configured to acquire vehicle data and road information data during vehicle driving.

[0070] The first determination module 504 is configured to determine the initial steering transmission ratio from the first preset mapping diagram based on the vehicle data, wherein the first preset mapping diagram is used to represent the mapping relationship between different vehicle data and steering transmission ratios.

[0071] The coefficient determination module 506 is configured to determine a target coefficient corresponding to the current state of the vehicle based on the vehicle data and the road information data.

[0072] The second determination module 508 is configured to determine a target steering transmission ratio based on the target coefficient and the initial steering transmission ratio.

[0073] The control module 510 is configured to perform steering control on the vehicle based on the target steering transmission ratio.

[0074] Optionally, the coefficient determination module 506 includes: a first determination unit configured to determine whether the current state is in a preset state based on the vehicle data and the road information data, wherein the preset state is used to represent that the stability of the vehicle reaches a threshold; a second determination unit configured to acquire the target coefficient based on the vehicle data and the road information data in response to the current state being in the preset state; and a third determination unit configured to determine the target coefficient as a preset value in response to the current state not being in the preset state.

[0075] Optionally, the first determination unit includes: a first determination sub-unit configured to determine first vehicle data corresponding to the stable state of the vehicle based on a preset steering angle range of a steering wheel of the vehicle; an adjustment sub-unit configured to adjust the first vehicle data to obtain second vehicle data corresponding to the preset state; a second determination sub-unit configured to determine that the current state is in the preset state in response to the vehicle data matching the second vehicle data; and a third determination sub-unit configured to determine that the current state is not in the preset state in response to the vehicle data not matching the second vehicle data.

[0076] Optionally, the first determination sub-unit is further configured to: determine preset vehicle speeds corresponding to a plurality of preset steering angles in the preset steering angle range from a first preset mapping diagram; and construct the first vehicle data based on the plurality of preset steering angles and the preset vehicle speeds corresponding to the plurality of preset steering angles.

[0077] Optionally, the adjustment sub-unit is further configured to: perform a narrowing operation and an amplifying operation on the preset steering angle range based on the first preset mapping diagram to obtain a narrowed steering angle range and an amplified steering angle range; obtain a difference between the amplified steering angle range and the narrowed steering angle range to obtain a target steering angle range; determine target vehicle speeds corresponding to a plurality of target steering angles in the target steering angle range from the first preset mapping diagram; and construct second vehicle data based on the plurality of target steering angles and the target vehicle speeds corresponding to the plurality of target steering angles.

[0078] Optionally, the apparatus further comprises a third determining module configured to determine that the current state is in the preset state in response to the vehicle data matching the second vehicle data, including: determining that the current state is in the preset state in response to the steering angle being in the target steering angle range and the vehicle speed being the target vehicle speed corresponding to the steering angle; and a fourth determining module configured to determine that the current state is not in the preset state in response to the vehicle data not matching the second vehicle data, including: determining that the current state is not in the preset state in response to the steering angle not being in the target steering angle range or the vehicle speed not being the target vehicle speed corresponding to the steering angle.

[0079] Optionally, the coefficient determining module 506 comprises: a first obtaining unit configured to obtain a second preset mapping diagram, wherein the second preset mapping diagram is used to represent a mapping relationship between different vehicle data and different road information data and the coefficient; and a second obtaining unit configured to obtain the target coefficient from the second preset mapping diagram based on the vehicle data and the road information data.

[0080] Optionally, the second determining module 508 comprises: a third obtaining unit configured to obtain a product of the target coefficient and the initial steering transmission ratio to obtain a weighted steering transmission ratio; and a fourth obtaining unit configured to obtain a sum of the weighted steering transmission ratio and the initial steering transmission ratio to obtain the target steering transmission ratio.

[0081] Embodiment 3

[0082] According to the embodiments of the present application, an electronic device is further provided, which comprises: one or more processors; a storage device configured to store one or more programs; and when the one or more programs are executed by the one or more processors, the one or more processors perform the line control steering vehicle limit working condition stability control method of any one of the above embodiments.

[0083] Embodiment 4

[0084] According to the embodiments of the present application, a vehicle is further provided, which comprises: one or more processors; a storage device configured to store one or more programs; and when the one or more programs are executed by the one or more processors, the one or more processors perform the line control steering vehicle limit working condition stability control method of any one of the above embodiments.

[0085] The above-mentioned serial numbers of the embodiments of the present application are only for description, and do not represent the advantages and disadvantages of the embodiments.

[0086] In the above-mentioned embodiments of the present application, the description of each embodiment has its own focus, and the parts not described in detail in a certain embodiment can be referred to the related description of other embodiments.

[0087] In several embodiments provided in the present application, it should be understood that the disclosed technology can be implemented by other ways. Among them, the above-described device embodiments are only schematic, for example, the division of the units can be a logical function division, and actual implementation can have another division manner, for example, a plurality of units or components can be combined or integrated into another system, or some features can be ignored or not executed. In addition, the coupling or direct coupling or communication connection between the displayed or discussed units can be indirect coupling or communication connection through some interfaces, units or modules, and can be electrical or other forms.

[0088] The units described as separate components can or can not be physically separate, and the components shown as units can or can not be physical units, that is, they can be located in one place, or they can be distributed to multiple units. Part or all of the units can be selected according to actual needs to achieve the purpose of the embodiment.

[0089] In addition, the functional units in each embodiment of the present application can be integrated in one processing unit, or each unit can be physically present separately, or two or more units can be integrated in one unit. The integrated unit can be realized in the form of hardware or in the form of a software functional unit.

[0090] When the integrated unit is realized in the form of 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 technical solutions of the present application essentially or the part that contributes to the prior art or the whole or part of the technical solutions can be embodied in the form of a software product. The computer software product is stored in a storage medium, including a plurality of instructions for causing a computer device (which can be a personal computer, a server or a network device, etc.) to execute all or part of the steps of the method described in each embodiment of the present application. The foregoing storage medium includes: a U disk, a read-only memory (ROM, Read-Only Memory), a random access memory (RAM, Random Access Memory), a mobile hard disk, a magnetic disk or an optical disk, and various media that can store program codes.

[0091] The above is only the preferred embodiment of the present application, and it should be pointed out that for ordinary skilled in the art, without departing from the principles of the present application, a number of improvements and refinements can be made, and these improvements and refinements should be considered as the protection scope of the present application.

Claims

1. A method of limit condition stability control for a steer-by-wire vehicle, characterized by, The method comprises: acquiring vehicle data and road surface information data during vehicle driving; determining an initial steering transmission ratio based on the vehicle data from a first preset mapping, wherein the first preset mapping is used to represent a mapping relationship between different vehicle data and steering transmission ratios; determining a target coefficient corresponding to a current state of the vehicle based on the vehicle data and the road surface information data; determining a target steering transmission ratio based on the target coefficient and the initial steering transmission ratio; performing steering control on the vehicle based on the target steering transmission ratio; wherein determining a target coefficient corresponding to a current state of the vehicle based on the vehicle data and the road surface information data comprises: determining whether the current state is in a preset state based on the vehicle data and the road surface information data, wherein the preset state is used to represent that the stability of the vehicle reaches a threshold; in response to the current state being in the preset state, acquiring a target coefficient based on the vehicle data and the road surface information data; in response to the current state not being in the preset state, determining that the target coefficient is a preset value.

2. The steer-by-wire vehicle limit condition stability control method according to claim 1, characterized by, determining whether the current state is in a preset state based on the vehicle data and the road surface information data comprises: determining first vehicle data corresponding to a stable state of the vehicle based on a preset angle range of a steering wheel of the vehicle; adjusting the first vehicle data to obtain second vehicle data corresponding to the preset state; in response to the vehicle data matching the second vehicle data, determining that the current state is in the preset state; in response to the vehicle data not matching the second vehicle data, determining that the current state is not in the preset state.

3. The steer-by-wire vehicle limit condition stability control method according to claim 2, characterized by, determining first vehicle data corresponding to a stable state of the vehicle based on a preset angle range of a steering wheel of the vehicle comprises: determining preset vehicle speeds corresponding to a plurality of preset angles in the preset angle range from the first preset mapping; constructing the first vehicle data based on the plurality of preset angles and the preset vehicle speeds corresponding to the plurality of preset angles.

4. The steer-by-wire vehicle limit condition stability control method according to claim 2, characterized by, adjusting the first vehicle data to obtain second vehicle data corresponding to the preset state comprises: performing narrowing and widening operations on the preset angle range based on the first preset mapping to obtain a narrowed angle range and a widened angle range; obtaining a difference value of the widened angle range and the narrowed angle range to obtain a target angle range; determining target vehicle speeds corresponding to a plurality of target angles in the target angle range from the first preset mapping; constructing the second vehicle data based on the plurality of target angles and the target vehicle speeds corresponding to the plurality of target angles.

5. The steer-by-wire vehicle limit condition stability control method according to claim 4, characterized by, in response to the vehicle data at least comprising an angle of the steering wheel and a vehicle speed, the method further comprises: in response to the vehicle data matching the second vehicle data, determining that the current state is in the preset state comprises: in response to the angle being located in the target angle range and the vehicle speed being the target vehicle speed corresponding to the angle, determining that the current state is in the preset state; In response to the vehicle data not matching the second vehicle data, determining that the current state is not in the preset state includes: in response to the steering angle not being within the target steering angle range or the vehicle speed not being the target vehicle speed corresponding to the steering angle, determining that the current state is not in the preset state.

6. The steer-by-wire vehicle limit condition stability control method according to claim 1, characterized by, Based on the vehicle data and the road information data, a target coefficient is obtained, including: A second preset mapping table is obtained, wherein the second preset mapping table is used to represent the mapping relationship between different vehicle data and different road information data and coefficients; Based on the vehicle data and the road information data, the target coefficient is obtained from the second preset mapping table.

7. The steer-by-wire vehicle limit condition stability control method according to claim 1, characterized by, Based on the target coefficient and the initial steering transmission ratio, a target steering transmission ratio is determined, including: The product of the target coefficient and the initial steering transmission ratio is obtained to obtain a weighted steering transmission ratio; The sum of the weighted steering transmission ratio and the initial steering transmission ratio is obtained to obtain the target steering transmission ratio.

8. A device for controlling stability of a steer-by-wire vehicle in a limit working condition, characterized by comprising: Including: A data acquisition module is configured to acquire vehicle data and road information data during vehicle driving; A first determination module is configured to determine an initial steering transmission ratio from a first preset mapping table based on the vehicle data, wherein the first preset mapping table is used to represent the mapping relationship between different vehicle data and steering transmission ratios; A coefficient determination module is configured to determine a target coefficient corresponding to the current state of the vehicle based on the vehicle data and the road information data; A second determination module is configured to determine a target steering transmission ratio based on the target coefficient and the initial steering transmission ratio; A control module is configured to perform steering control on the vehicle based on the target steering transmission ratio; The device is also configured to determine whether the current state is in a preset state based on the vehicle data and the road information data, wherein the preset state is used to represent that the stability of the vehicle reaches a threshold; in response to the current state being in the preset state, the target coefficient is obtained based on the vehicle data and the road information data; in response to the current state not being in the preset state, the target coefficient is determined to be a preset value.

9. A vehicle characterized by comprising: Including: One or more processors; A storage device is configured to store one or more programs, when the one or more programs are executed by the one or more processors, so that the one or more processors execute the vehicle stability control method of any one of claims 1-7.

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