Method, device, storage medium and vehicle for vehicle steering control

Abstract

This invention discloses a method, apparatus, storage medium, and vehicle for vehicle steering control. The method includes: responding to a first steering data set by the vehicle within a current signal cycle satisfying a first condition, controlling the vehicle to activate a steering protection mechanism, wherein the steering protection mechanism controls the actual wheel angle to maintain a linear change during steering; with the steering protection mechanism activated, determining second steering data for the vehicle based on the first steering data and a calibration coefficient corresponding to the steering protection mechanism, wherein the second steering data is used to determine the vehicle's steering control behavior in the next signal cycle of the current signal cycle; and controlling the vehicle's steering mechanism to drive the wheels for steering based on the second steering data. This invention solves the technical problems of high computational complexity, low control efficiency, and poor vehicle safety in related vehicle steering control methods.

Description

Technical Field

[0001] This invention relates to the field of vehicle steering control, and more specifically, to a method, apparatus, storage medium, and vehicle for vehicle steering control. Background Technology

[0002] Vehicle steering control refers to the process by which a driver changes the vehicle's direction of travel by turning the steering wheel. Vehicle steering control can be used to control the vehicle's direction of travel, adjust the driving path, smoothly overtake other vehicles, and adjust the vehicle's speed to maintain balance. However, existing vehicle steering control methods typically employ counter-clockwise control at low speeds and counter-clockwise control at high speeds, which can easily lead to oversteering or understeering, resulting in vehicle instability and poor safety. Furthermore, existing vehicle steering control methods have high computational complexity, requiring large-scale data processing, thus resulting in low vehicle steering control efficiency.

[0003] As can be seen from the above analysis, there is currently no effective solution to the problems of high computational complexity, low control efficiency, and poor vehicle safety in the vehicle steering control methods provided by the aforementioned technologies. Summary of the Invention

[0004] This invention provides a method, apparatus, storage medium, and vehicle for vehicle steering control, to at least solve the technical problems of high computational complexity, low control efficiency, and poor vehicle safety in vehicle steering control methods provided by related technologies.

[0005] According to one aspect of the present invention, a method for vehicle steering control is provided, comprising:

[0006] In response to the vehicle's first steering data within the current signal cycle satisfying a first condition, the vehicle is controlled to activate a steering protection mechanism, wherein the steering protection mechanism is used to control the vehicle to maintain a linear change in the actual wheel angle during steering; with the steering protection mechanism activated, the vehicle's second steering data is determined based on the first steering data and the calibration coefficient corresponding to the steering protection mechanism, wherein the second steering data is used to determine the vehicle's steering control behavior in the next signal cycle of the current signal cycle; based on the second steering data, the vehicle's steering mechanism is controlled to drive the wheels to steer.

[0007] Optionally, the first steering data includes: the actual turning angle of the first wheel, the target turning angle of the first wheel, and the vehicle speed. The first steering data satisfies the first condition, which includes: the difference between the actual turning angle of the first wheel and the target turning angle of the first wheel is greater than a first threshold and the vehicle speed is higher than a second threshold. The actual turning angle of the first wheel is obtained by the sensors equipped in the vehicle in real time, and the target turning angle of the first wheel is determined by the steering wheel angle of the vehicle in the current signal cycle.

[0008] Optionally, calibration coefficients are used to determine the gradient of change corresponding to a linear change.

[0009] Optionally, the second steering data includes the actual steering angle of the second wheel. Determining the second steering data based on the first steering data and the calibration coefficient includes: multiplying the steering angle difference with the calibration coefficient to obtain the calculation result; and adding the calculation result with the actual steering angle of the first wheel to obtain the actual steering angle of the second wheel.

[0010] Optionally, the steering mechanism includes a power mechanism and a transmission mechanism. Based on the second steering data, controlling the vehicle's steering mechanism to drive the wheels for steering includes: determining the output parameters of the power mechanism and the transmission parameters of the transmission mechanism based on the actual turning angle of the second wheel; and controlling the steering mechanism to drive the wheels for steering based on the output parameters and the transmission parameters.

[0011] Optionally, the vehicle steering control method further includes: when the steering protection mechanism is in the activated state, in response to the third steering data of the vehicle satisfying the second condition, controlling the vehicle to deactivate the steering protection mechanism, wherein the third steering data is the steering data of the vehicle in any signal cycle after the current signal cycle.

[0012] Optionally, the third steering data includes the actual steering angle of the third wheel and the target steering angle of the second wheel. The third steering data satisfies the second condition, which includes: the difference between the actual steering angle of the third wheel and the target steering angle of the second wheel is less than a third threshold, wherein the third threshold is less than a first threshold.

[0013] According to another aspect of the present invention, a vehicle steering control device is also provided, comprising:

[0014] The first control module is used to control the vehicle to activate a steering protection mechanism in response to the vehicle's first steering data in the current signal cycle meeting a first condition. The steering protection mechanism is used to control the vehicle to maintain a linear change in the actual wheel angle during steering. The determination module is used to determine the vehicle's second steering data based on the first steering data and the calibration coefficient corresponding to the steering protection mechanism when the steering protection mechanism is activated. The second steering data is used to determine the vehicle's steering control behavior in the next signal cycle of the current signal cycle. The second control module is used to control the vehicle's steering mechanism to drive the wheels to steer based on the second steering data.

[0015] Optionally, the first control module is further configured to: the first steering data includes: the actual turning angle of the first wheel, the target turning angle of the first wheel, and the vehicle speed; the first steering data satisfies the first condition including: the difference between the actual turning angle of the first wheel and the target turning angle of the first wheel is greater than a first threshold and the vehicle speed is higher than a second threshold; wherein, the actual turning angle of the first wheel is obtained by real-time monitoring by the sensors equipped in the vehicle, and the target turning angle of the first wheel is determined by the steering wheel angle of the vehicle in the current signal cycle.

[0016] Optionally, the above-mentioned determining module is also used to: calibrate the coefficients to determine the gradient of change corresponding to the linear change.

[0017] Optionally, the above-mentioned determining module is further configured to: the second steering data includes the actual turning angle of the second wheel; based on the first steering data and the calibration coefficient, determining the second steering data includes: multiplying the turning angle difference with the calibration coefficient to obtain the calculation result; and adding the calculation result with the actual turning angle of the first wheel to obtain the actual turning angle of the second wheel.

[0018] Optionally, the second control module is further configured to: the steering mechanism includes a power mechanism and a transmission mechanism; and control the vehicle's steering mechanism to drive the wheels to steer based on the second steering data, including: determining the output parameters of the power mechanism and the transmission parameters of the transmission mechanism based on the actual turning angle of the second wheel; and controlling the steering mechanism to drive the wheels to steer based on the output parameters and the transmission parameters.

[0019] Optionally, the vehicle steering control method further includes: a third control module, used to control the vehicle to close the steering protection mechanism when the steering protection mechanism is in the activated state, in response to the third steering data of the vehicle satisfying the second condition, wherein the third steering data is the steering data of the vehicle in any signal cycle after the current signal cycle.

[0020] Optionally, the third control module is further configured to: the third steering data includes the actual turning angle of the third wheel and the target turning angle of the second wheel, and the third steering data satisfies the second condition including: the difference between the actual turning angle of the third wheel and the target turning angle of the second wheel is less than a third threshold, wherein the third threshold is less than a first threshold.

[0021] According to another aspect of the present invention, a storage medium is also provided, the storage medium including a stored program, wherein, when the program is running, a method for controlling the device where the storage medium is located to perform any of the aforementioned vehicle steering control is provided.

[0022] According to another aspect of the present invention, a vehicle is also provided, including an on-board memory and an on-board processor, wherein the on-board memory stores a computer program and the on-board processor is configured to run the computer program to perform the vehicle steering control method described in any of the preceding embodiments.

[0023] In this embodiment of the invention, firstly, in response to the vehicle's first steering data in the current signal cycle satisfying a first condition, the vehicle is controlled to activate a steering protection mechanism. The steering protection mechanism is used to control the actual wheel angle to maintain a linear change when the vehicle is steering. Then, with the steering protection mechanism activated, the vehicle's second steering data is determined based on the first steering data and the calibration coefficient corresponding to the steering protection mechanism. The second steering data is used to determine the vehicle's steering control behavior in the next signal cycle of the current signal cycle. Finally, based on the second steering data, the vehicle's steering mechanism is controlled to drive the wheels to steer.

[0024] It is easy to understand that the above-mentioned method provided by the present invention limits the gradient of the wheel angle change of the vehicle under the steering protection mechanism, thereby achieving the purpose of avoiding vehicle instability when the road conditions change. This achieves the technical effects of reducing the complexity of vehicle steering control methods, improving vehicle steering control efficiency, and enhancing vehicle stability. In turn, it solves the technical problems of high computational complexity, low control efficiency, and poor vehicle safety of vehicle steering control methods provided by related technologies. Attached Figure Description

[0025] The accompanying drawings, which are included to provide a further understanding of the invention and form part of this invention, illustrate exemplary embodiments of the invention and are used to explain the invention, but do not constitute an undue limitation of the invention. In the drawings:

[0026] Figure 1 This is a schematic diagram of a vehicle steering control process based on existing technology;

[0027] Figure 2 This is a hardware structure block diagram of a vehicle terminal for an optional method of vehicle steering control according to an embodiment of the present invention.

[0028] Figure 3 This is a flowchart of a vehicle steering control method according to an embodiment of the present invention;

[0029] Figure 4 This is a schematic diagram of an optional vehicle steering control process according to an embodiment of the present invention;

[0030] Figure 5 This is a structural block diagram of an optional vehicle steering control device according to an embodiment of the present invention;

[0031] Figure 6This is a structural block diagram of another optional vehicle steering control device according to an embodiment of the present invention. Detailed Implementation

[0032] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0033] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0034] Figure 1 This is a schematic diagram of a vehicle steering control process based on existing technology, such as... Figure 1 As shown in the prior art, when a vehicle is traveling on a surface 1 with a relatively high coefficient of friction (e.g., ≥0.9), the steering system requires a large thrust to turn the rear wheels. Once the motor power reaches its maximum, the greater the thrust demand of the vehicle, the lower the axial speed of the rear wheel steering system. When the vehicle travels from surface 1 to a smooth surface 2, the coefficient of friction between the tires and the ground decreases significantly, and the required thrust is greatly reduced. The lead screw instantly generates a large acceleration to turn the rear wheels. At this time, the vehicle will experience a large instantaneous yaw acceleration. When the instantaneous yaw acceleration exceeds the vehicle's yaw acceleration limit, it can lead to a risk of the vehicle skidding and losing control.

[0035] On the one hand, when a vehicle is traveling at low to medium speeds, the existing vehicle steering control strategy typically controls the front and rear wheels to move in opposite directions. That is, when the rear wheels move from road surface 1 to road surface 2, the rear wheels are controlled to move in the opposite direction to the front wheels. This method is prone to oversteer due to excessive instantaneous yaw acceleration. On the other hand, when a vehicle is traveling at higher speeds, the existing vehicle steering control strategy typically controls the front and rear wheels to rotate in the same direction. That is, when the rear wheels move from road surface 1 to road surface 2, the rear wheels are controlled to move in the same steering direction as the front wheels. However, this method is prone to understeer due to excessive instantaneous acceleration.

[0036] Based on the aforementioned technical problems existing in the prior art, this embodiment of the invention provides a method embodiment for vehicle steering control. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0037] Figure 2 This is a hardware structure block diagram of a vehicle terminal for an optional method of vehicle steering control according to an embodiment of the present invention, such as... Figure 2 As shown, the vehicle terminal 20 (or a mobile device 20 that communicates with the vehicle) may include one or more processors 202 (processors 202 may include, but are not limited to, processing devices such as microprocessors (MCUs) or field-programmable gate arrays (FPGAs),) a memory 204 for storing data, and a transmission device 206 for communication functions. In addition, it may also include: a display device 210, an input / output device 208 (i.e., I / O devices), a Universal Serial Bus (USB) port (which may be included as one of the ports of a computer bus, not shown in the figure), a network interface (not shown in the figure), a power supply (not shown in the figure), and / or a camera (not shown in the figure). Those skilled in the art will understand that... Figure 2 The structure shown is for illustrative purposes only and does not limit the structure of the vehicle terminal 2 described above. For example, the vehicle terminal 20 may also include components that are more advanced than those described above. Figure 2 The more or fewer components shown, or having the same Figure 2 The different configurations shown.

[0038] It should be noted that the aforementioned one or more processors 202 and / or other data processing circuits may be embodied, in whole or in part, as software, hardware, firmware, or any other combination thereof. Furthermore, the data processing circuitry may be a single, independent processing module, or may be integrated, in whole or in part, into any other element within the vehicle terminal 20 (or mobile device).

[0039] The memory 204 can be used to store software programs and modules of application software, such as the program instructions / data storage device corresponding to the vehicle steering control method in this embodiment of the invention. The processor 202 executes various functional applications and data processing by running the software programs and modules stored in the memory 204, thereby realizing the aforementioned vehicle steering control method. The memory 204 may include high-speed random access memory, and may also include non-volatile memory, such as one or more magnetic storage devices, flash memory, or other non-volatile solid-state memory. In some instances, the memory 204 may further include memory remotely located relative to the processor 202, and these remote memories can be connected to the vehicle terminal 20 via a network. Examples of such networks include, but are not limited to, the Internet, corporate intranets, local area networks, mobile communication networks, and combinations thereof.

[0040] The transmission device 206 is used to receive or send data via a network. Specific examples of the network described above may include a wireless network provided by the communication provider of the vehicle terminal 20. In one example, the transmission device 206 includes a Network Interface Controller (NIC), which can connect to other network devices via a base station to communicate with the Internet. In another example, the transmission device 206 may be a Radio Frequency (RF) module, used for wireless communication with the Internet.

[0041] Under the above operating environment, the embodiments of the present invention provide as follows: Figure 3 The vehicle steering control method shown is as follows: Figure 3 This is a flowchart of a vehicle steering control method according to an embodiment of the present invention, such as... Figure 3 As shown, the above Figure 3 The embodiments shown may include at least the following implementation steps, namely, the technical solutions implemented by steps S31 to S33.

[0042] Step S31: In response to the first steering data of the vehicle in the current signal cycle satisfying the first condition, control the vehicle to activate the steering protection mechanism, wherein the steering protection mechanism is used to control the actual wheel angle of the vehicle to maintain a linear change when steering.

[0043] Step S32: When the steering protection mechanism is in the activated state, the second steering data of the vehicle is determined based on the first steering data and the calibration coefficient corresponding to the steering protection mechanism. The second steering data is used to determine the steering control behavior of the vehicle in the next signal cycle of the current signal cycle.

[0044] Step S33: Based on the second steering data, control the vehicle's steering mechanism to drive the wheels to steer.

[0045] In the optional technical solutions provided in steps S31 to S33 above, the steering system of the vehicle may include, but is not limited to: a transmission mechanism, a motor, a motor position sensor, and a controller. The motor position sensor can be used to monitor and collect the actual rotation angle of the motor in real time. When the motor rotates, it can drive the vehicle's transmission actuator to generate axial thrust, thereby pushing the vehicle wheels to steer. The aforementioned current signal period can be the period during which the motor position sensor collects the motor's rotation angle signal.

[0046] In the optional technical solutions provided in steps S31 to S33 above, the first steering data may include, but is not limited to: the target turning angle of the wheel, the actual turning angle of the wheel, and the vehicle's speed. The steering protection mechanism can improve overall vehicle safety by continuously adjusting the target turning angle of the vehicle during road surface turning, thereby reducing the motor output torque of the wheel steering system. The calibration coefficient corresponding to the steering protection mechanism can be used to constrain changes in the wheel turning angle during vehicle turning. When the difference between the target turning angle and the actual turning angle exceeds this calibration coefficient, the vehicle steering process is adjusted and controlled to ensure overall vehicle safety during turning.

[0047] In the optional technical solutions provided in steps S31 to S33 above, the steering mechanism of the vehicle may include, but is not limited to: steering wheel, steering column or steering gear, frame, bearing, and suspension system. The steering column or steering gear can be used to transmit the rotation of the steering wheel to the steering gear to change the angle of the vehicle. The frame can be used to support various components of the vehicle, fix the front and rear suspension systems and engine components, etc. The bearing can be used to connect the front wheels on both sides of the turn to the chassis. The suspension system can be used to reduce vibration and buffer the impact of uneven road surface on the vehicle.

[0048] In this embodiment of the invention, firstly, in response to the vehicle's first steering data in the current signal cycle satisfying a first condition, the vehicle is controlled to activate a steering protection mechanism. The steering protection mechanism is used to control the actual wheel angle to maintain a linear change when the vehicle is steering. Then, with the steering protection mechanism activated, the vehicle's second steering data is determined based on the first steering data and the calibration coefficient corresponding to the steering protection mechanism. The second steering data is used to determine the vehicle's steering control behavior in the next signal cycle of the current signal cycle. Finally, based on the second steering data, the vehicle's steering mechanism is controlled to drive the wheels to steer.

[0049] It is easy to understand that the above-mentioned method provided by the present invention limits the gradient of the wheel angle change of the vehicle under the steering protection mechanism, thereby achieving the purpose of avoiding vehicle instability when the road conditions change. This achieves the technical effects of reducing the complexity of vehicle steering control methods, improving vehicle steering control efficiency, and enhancing vehicle stability. In turn, it solves the technical problems of high computational complexity, low control efficiency, and poor vehicle safety of vehicle steering control methods provided by related technologies.

[0050] The methods described in the embodiments of the present invention will be further described below.

[0051] In an optional embodiment, in step S31, the first steering data includes: the actual turning angle of the first wheel, the target turning angle of the first wheel, and the vehicle speed. The first steering data satisfies the first condition, which includes: the difference between the actual turning angle of the first wheel and the target turning angle of the first wheel is greater than a first threshold and the vehicle speed is higher than a second threshold. The actual turning angle of the first wheel is obtained by the sensors equipped in the vehicle in real time, and the target turning angle of the first wheel is determined by the steering wheel angle of the vehicle in the current signal cycle.

[0052] In the optional technical solution provided in step S31 above, the first threshold and the second threshold can be values ​​preset by technicians. The first threshold can be used to constrain the change of wheel angle during vehicle steering, and the first threshold can be preset according to the vehicle model. The second threshold can be used to constrain the change of vehicle speed during vehicle steering.

[0053] In an optional embodiment, in step S32, the calibration coefficients are used to determine the gradient of change corresponding to the linear change.

[0054] In the optional technical solution provided in step S32 above, the calibration coefficient can be a value preset by technicians. The calibration coefficient can be a coefficient determined based on parameters such as the vehicle's wheelbase, tires, and calibration target.

[0055] In an optional embodiment, in step S32, the second steering data includes the actual steering angle of the second wheel. Determining the second steering data based on the first steering data and calibration coefficients includes:

[0056] Step S321: Multiply the angle difference with the calibration coefficient to obtain the calculation result;

[0057] Step S322: Add the calculation result to the actual turning angle of the first wheel to obtain the actual turning angle of the second wheel.

[0058] In the technical solution provided by this invention, the target turning angle of the wheel during vehicle steering is denoted as α, and the actual turning angle of the wheel collected by the motor position sensor within the current signal cycle is denoted as β. n The actual turning angle of the vehicle collected in the previous signal cycle is denoted as β. n-1 The calibration coefficient corresponding to the steering protection mechanism is denoted as K. The difference between the actual wheel rotation angle collected in the current signal cycle and the actual vehicle rotation angle collected in the previous signal cycle, along with the calibration coefficient, are calculated to obtain the calculation result. Then, the calculation result is compared with the actual wheel rotation angle β. n-1 Adding them together, the actual turning angle of the second wheel can be obtained as shown in the following formula (1):

[0059] β n =(α-β) n-1 )K+β n-1 Formula (1)

[0060] In the technical solution provided by the present invention, it should also be noted in the above formula (1) that the calibration coefficient K can satisfy K≤0.02.

[0061] In an optional embodiment, in step S33, the steering mechanism includes a power mechanism and a transmission mechanism. Based on the second steering data, controlling the vehicle's steering mechanism to drive the wheels for steering includes:

[0062] Step S331: Based on the actual rotation angle of the second wheel, determine the output parameters of the power mechanism and the transmission parameters of the transmission mechanism.

[0063] Step S332: Based on the output parameters and transmission parameters, control the steering mechanism to drive the wheels to steer.

[0064] In the optional technical solutions provided in steps S331 to S332 above, the output parameters corresponding to the power mechanism may include, but are not limited to, output torque and output power, and the transmission parameters of the transmission mechanism may include, but are not limited to, transmission parameters.

[0065] In an optional embodiment, the vehicle steering control method further includes:

[0066] Step S34: When the steering protection mechanism is in the activated state, in response to the vehicle's third steering data satisfying the second condition, control the vehicle to deactivate the steering protection mechanism, wherein the third steering data is the vehicle's steering data in any signal cycle after the current signal cycle.

[0067] Furthermore, the third steering data includes the actual steering angle of the third wheel and the target steering angle of the second wheel. The third steering data satisfies the second condition, including:

[0068] Step S341: The difference between the actual turning angle of the third wheel and the target turning angle of the second wheel is less than a third threshold, wherein the third threshold is less than the first threshold.

[0069] In the optional technical solution provided by step S34 (including step S341) above, the actual turning angle of the third wheel can be the actual turning angle of the wheel in any signal cycle after the current signal cycle. The target turning angle of the second wheel can be the target turning angle of the wheel in any signal cycle after the current signal cycle. The third threshold can be a threshold value for wheel turning angle during vehicle steering that is preset by a technician, and the third threshold value is less than the first threshold value. In the technical solution provided by the present invention, as an optional implementation, the first threshold value can be 0.5° and the third threshold value can be 0.15°.

[0070] The following combination Figure 4 The above methods will be further explained.

[0071] Figure 4 This is a schematic diagram of an optional vehicle steering control process according to an embodiment of the present invention, such as... Figure 4 As shown, in the technical solution provided by this invention, when the difference between the target turning angle and the actual turning angle of the wheel in the current signal cycle is less than or equal to a first threshold, or when the difference between the target turning angle and the actual turning angle of the wheel in the current signal cycle is greater than the first threshold and the vehicle speed is less than or equal to a second threshold (e.g., 3 km / h), the vehicle is controlled to work normally. Specifically, based on the turning angle of the steering wheel, the turning angle of the steering wheel is converted into the turning angle of the wheel according to a preset proportional relationship. After receiving the conversion signal, the controller of the wheel steering system performs internal calculations and then controls the output torque of the motor through a PID controller (Proportional-Integral-Derivative Controller) to drive the wheel to turn. Under normal circumstances, it will respond to the request quickly with very little delay.

[0072] Still as Figure 4As shown, in the technical solution provided by this invention, when the difference between the target turning angle and the actual turning angle of the wheel in the current signal cycle is greater than a first threshold and the vehicle speed is greater than a second threshold, it is determined whether the difference between the target turning angle and the actual turning angle of the wheel in the current signal cycle is less than or equal to a third threshold. Further, when the difference between the target turning angle and the actual turning angle of the wheel in the current signal cycle is less than or equal to the third threshold, the vehicle is controlled to operate normally; when the difference between the target turning angle and the actual turning angle of the wheel in the current signal cycle is greater than the third threshold, it is cyclically determined whether the difference between the target turning angle and the actual turning angle of the wheel in the next signal cycle is less than or equal to the third threshold.

[0073] In the technical solution provided by this invention, as an optional implementation, during the turning process, the rear wheels follow the front wheels in steering. At this time, the road surface adhesion coefficient is relatively large, and the steering wheel requires a large thrust. When the difference between the actual turning angle of the steering wheel and the turning angle of the upper controller is greater than a first threshold, a protection mechanism is triggered. Further, by adjusting the turning angle value of the target turning angle, the PID controller is used to reduce the output torque of the steering wheel motor, so that the running speed of the steering wheel screw is adjusted to a certain value (e.g., less than or equal to 3 km / h). When the difference between the actual turning angle of the steering wheel and the turning angle of the upper controller is less than a second threshold, the vehicle is controlled to exit the steering protection mechanism.

[0074] The technical effects achieved by the technical solution provided by this invention are as follows: based on the calibration coefficient, the gradient of the change in the wheel angle of the vehicle is limited, so as to avoid vehicle steering instability when the road conditions change. Furthermore, the technical solution provided by this invention also reduces the complexity of the vehicle steering control method, improves the efficiency of vehicle steering control, and enhances the overall stability of the vehicle and the user experience.

[0075] In this embodiment, a vehicle steering control device is also provided, which is used to implement the above embodiments and preferred embodiments, and will not be repeated as already described. As used below, a "module" is a combination of software and / or hardware that can perform a predetermined function. Although the device described in the following embodiments is preferably implemented in software, hardware implementation, or a combination of software and hardware, is also possible and contemplated.

[0076] Figure 5 This is a structural block diagram of an optional vehicle steering control device according to an embodiment of the present invention, such as... Figure 5 As shown, the device includes:

[0077] The first control module 501 is used to control the vehicle to activate the steering protection mechanism in response to the first steering data of the vehicle in the current signal cycle meeting the first condition. The steering protection mechanism is used to control the actual wheel angle of the vehicle to maintain a linear change when steering.

[0078] The determining module 502 is used to determine the second steering data of the vehicle based on the first steering data and the calibration coefficient corresponding to the steering protection mechanism when the steering protection mechanism is in the activated state. The second steering data is used to determine the steering control behavior of the vehicle in the next signal cycle of the current signal cycle.

[0079] The second control module 503 is used to control the vehicle's steering mechanism to drive the wheels to steer based on the second steering data.

[0080] Optionally, the first control module 501 is further configured to: the first steering data includes: the actual turning angle of the first wheel, the target turning angle of the first wheel, and the vehicle speed; the first steering data satisfies the first condition including: the difference between the actual turning angle of the first wheel and the target turning angle of the first wheel is greater than a first threshold and the vehicle speed is higher than a second threshold; wherein, the actual turning angle of the first wheel is obtained by real-time monitoring by the sensors equipped in the vehicle, and the target turning angle of the first wheel is determined by the steering wheel angle of the vehicle in the current signal cycle.

[0081] Optionally, the determination module 502 is further configured to: calibrate the coefficients to determine the gradient of change corresponding to the linear change.

[0082] Optionally, the determining module 502 is further configured to: the second steering data includes the actual turning angle of the second wheel; and the determination of the second steering data based on the first steering data and the calibration coefficient includes: multiplying the turning angle difference with the calibration coefficient to obtain the calculation result; and adding the calculation result with the actual turning angle of the first wheel to obtain the actual turning angle of the second wheel.

[0083] Optionally, the second control module 503 is further configured to: the steering mechanism includes a power mechanism and a transmission mechanism, and control the vehicle's steering mechanism to drive the wheels to steer based on the second steering data, including: determining the output parameters of the power mechanism and the transmission parameters of the transmission mechanism based on the actual turning angle of the second wheel; and controlling the steering mechanism to drive the wheels to steer based on the output parameters and the transmission parameters.

[0084] Optionally, Figure 6 This is a structural block diagram of another optional vehicle steering control device according to an embodiment of the present invention, such as... Figure 6 As shown, the device includes Figure 5 In addition to all the modules shown, it also includes: a third control module 504, which is used to control the vehicle to turn off the steering protection mechanism when the steering protection mechanism is in the activated state, in response to the third steering data of the vehicle satisfying the second condition, wherein the third steering data is the steering data of the vehicle in any signal cycle after the current signal cycle.

[0085] Optionally, the third control module 504 is further configured to: the third steering data includes the actual turning angle of the third wheel and the target turning angle of the second wheel, and the third steering data satisfies the second condition including: the difference between the actual turning angle of the third wheel and the target turning angle of the second wheel is less than a third threshold, wherein the third threshold is less than a first threshold.

[0086] It should be noted that the above modules can be implemented by software or hardware. For the latter, they can be implemented in the following ways, but are not limited to: all the above modules are located in the same processor; or, the above modules are located in different processors in any combination.

[0087] According to another aspect of the present invention, a storage medium is also provided, the storage medium including a stored program, wherein, when the program is running, a method for controlling the device where the storage medium is located to perform any of the aforementioned vehicle steering control is provided.

[0088] Optionally, in this embodiment, the storage medium may be configured to store a computer program for performing the following steps:

[0089] Step S1: In response to the first steering data of the vehicle in the current signal cycle satisfying the first condition, control the vehicle to activate the steering protection mechanism, wherein the steering protection mechanism is used to control the actual wheel angle of the vehicle to maintain a linear change when steering.

[0090] Step S2: When the steering protection mechanism is in the activated state, determine the second steering data of the vehicle based on the first steering data and the calibration coefficient corresponding to the steering protection mechanism. The second steering data is used to determine the steering control behavior of the vehicle in the next signal cycle of the current signal cycle.

[0091] Step S3: Based on the second steering data, control the vehicle's steering mechanism to drive the wheels to steer.

[0092] Optionally, in this embodiment, the storage medium may include, but is not limited to, various media capable of storing computer programs, such as USB flash drives, read-only memory (ROM), random access memory (RAM), portable hard drives, magnetic disks, or optical disks.

[0093] According to another aspect of the present invention, a vehicle is also provided, including an on-board memory and an on-board processor, wherein the on-board memory stores a computer program and the on-board processor is configured to run the computer program to perform the vehicle steering control method described in any of the preceding embodiments.

[0094] Optionally, in this embodiment, the on-board processor can be configured to perform the following steps via a computer program:

[0095] Step S1: In response to the first steering data of the vehicle in the current signal cycle satisfying the first condition, control the vehicle to activate the steering protection mechanism, wherein the steering protection mechanism is used to control the actual wheel angle of the vehicle to maintain a linear change when steering.

[0096] Step S2: When the steering protection mechanism is in the activated state, determine the second steering data of the vehicle based on the first steering data and the calibration coefficient corresponding to the steering protection mechanism. The second steering data is used to determine the steering control behavior of the vehicle in the next signal cycle of the current signal cycle.

[0097] Step S3: Based on the second steering data, control the vehicle's steering mechanism to drive the wheels to steer.

[0098] Optionally, specific examples in this embodiment can refer to the examples described in the above embodiments and their optional implementations, which will not be repeated here.

[0099] The sequence numbers of the above embodiments of the present invention are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0100] In the above embodiments of the present invention, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0101] In the several embodiments provided by this invention, it should be understood that the disclosed technical content can be implemented in other ways. The device embodiments described above are merely illustrative; for example, the division of units can be a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the displayed or discussed mutual coupling, direct coupling, or communication connection can be through some interfaces; the indirect coupling or communication connection of units or modules can be electrical or other forms.

[0102] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0103] Furthermore, the functional units in the various embodiments of the present invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0104] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of the present invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, read-only memory (ROM), random access memory (RAM), portable hard drives, magnetic disks, or optical disks.

[0105] The above description is only a preferred embodiment of the present invention. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the principle of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.

Claims

1. A method for vehicle steering control, characterized in that, include: In response to the vehicle's first steering data within the current signal cycle satisfying a first condition, the vehicle is controlled to activate a steering protection mechanism, wherein the steering protection mechanism is used to control the vehicle to maintain a linear change in the actual wheel angle when steering, and the first steering data includes: the first wheel actual angle and the first wheel target angle; When the steering protection mechanism is activated, the angle difference is multiplied by the calibration coefficient corresponding to the steering protection mechanism to obtain the calculation result. The angle difference is the difference between the actual steering angle of the first wheel and the target steering angle of the first wheel. The calibration coefficient is used to determine the change gradient corresponding to the linear change. The calibration coefficient is determined based on the wheelbase, tires, and adjustment target of the vehicle. The calculation result is added to the actual turning angle of the first wheel to obtain the actual turning angle of the second wheel, wherein the actual turning angle of the second wheel is used to determine the steering control behavior of the vehicle in the next signal cycle of the current signal cycle; Based on the actual turning angle of the second wheel, the output parameters of the power mechanism in the steering mechanism of the vehicle and the transmission parameters of the transmission mechanism in the steering mechanism are determined. Based on the output parameters and the transmission parameters, the steering mechanism is controlled to drive the wheels to steer.

2. The method according to claim 1, characterized in that, The first steering data further includes: vehicle speed, and the first steering data satisfies the first condition including: The difference between the actual turning angle of the first wheel and the target turning angle of the first wheel is greater than a first threshold and the vehicle speed is higher than a second threshold. The actual turning angle of the first wheel is obtained by the sensors equipped in the vehicle in real time, and the target turning angle of the first wheel is determined by the steering wheel angle of the vehicle in the current signal period.

3. The method according to claim 2, characterized in that, The method further includes: When the steering protection mechanism is in the active state, in response to the third steering data of the vehicle satisfying the second condition, the vehicle is controlled to deactivate the steering protection mechanism, wherein the third steering data is the steering data of the vehicle in any signal cycle after the current signal cycle.

4. The method according to claim 3, characterized in that, The third steering data includes the actual steering angle of the third wheel and the target steering angle of the second wheel. The third steering data satisfies the second condition as follows: The difference between the actual turning angle of the third wheel and the target turning angle of the second wheel is less than a third threshold, wherein the third threshold is less than the first threshold.

5. A vehicle steering control device, characterized in that, include: A first control module is configured to control the vehicle to activate a steering protection mechanism in response to the vehicle's first steering data within the current signal cycle satisfying a first condition. The steering protection mechanism is configured to control the vehicle to maintain a linear change in the actual wheel angle during steering. The first steering data includes: the first wheel actual angle and the first wheel target angle. The determination module is used to calculate the steering angle difference by multiplying it with the calibration coefficient corresponding to the steering protection mechanism when the steering protection mechanism is in the activated state, thereby obtaining a calculation result. The steering angle difference is the difference between the actual steering angle of the first wheel and the target steering angle of the first wheel. The calibration coefficient is used to determine the gradient of change corresponding to the linear change, and the calibration coefficient is determined based on the vehicle's wheelbase, tires, and tuning target. The calculation result is then added to the actual steering angle of the first wheel to obtain the actual steering angle of the second wheel, which is used to determine the vehicle's steering control behavior in the next signal cycle of the current signal cycle. The second control module is used to determine the output parameters of the power mechanism in the steering mechanism and the transmission parameters of the transmission mechanism in the steering mechanism based on the actual turning angle of the second wheel; and to control the steering mechanism to drive the wheel to steer based on the output parameters and the transmission parameters.

6. A storage medium, characterized in that, The storage medium includes a stored program, wherein, when the program is executed, the device containing the storage medium is controlled to perform the vehicle steering control method of any one of claims 1 to 4.

7. A vehicle, characterized in that, The system includes an on-board memory and an on-board processor, wherein the on-board memory stores a computer program and the on-board processor is configured to run the computer program to perform the vehicle steering control method of any one of claims 1 to 4.

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