Vehicle yaw control method, device and storage medium

Abstract

The present specification provides a vehicle deflection control method, device and storage medium, the vehicle comprising a front left wheel and a front right wheel, obtaining a first torque of the front left wheel and a second torque of the front right wheel; if a torque difference between the first torque and the second torque reaches a difference torque threshold, determining a first steering torque corresponding to the torque difference; obtaining a target torque required for steering expected by a driver; determining an assist torque actually executed by an electric power steering system of the vehicle according to the target torque and the first steering torque; and controlling an electric motor of the electric power steering system to respond to the assist torque. That is, the distributed drive system and the electric power steering system are fused and controlled, when there is a torque difference between the two front wheels of the vehicle, part of the torque is compensated by the electric power steering system to overcome the vehicle deflection caused by the torque difference, and the normal driving of the vehicle is ensured.

Description

Technical Field

[0001] This application relates to the field of automotive control technology, and in particular to a vehicle deflection control method, device and storage medium. Background Technology

[0002] With the development of electric vehicles, vehicle drive systems have gradually evolved from single-motor to multi-motor systems, and the drive mode has shifted from centralized drive to distributed drive. The emergence of distributed drive has also presented new problems and challenges for vehicle control systems. For front-wheel steering vehicles, when dual-motor distributed drive is simultaneously installed on the front axle, the differential torque between the left and right motors on the front axle generates additional rotational force on the front wheels, causing the vehicle to veer. At the same time, the steering torque generated by the front wheel differential torque is also transmitted to the steering wheel through the steering system, thus affecting the steering wheel effort.

[0003] Current research on distributed drive mainly focuses on improving vehicle handling and stability by dynamically adjusting the torque of the four wheels to improve transient response. This research emphasizes improving transient characteristics but pays less attention to the impact on steering wheel and reverse steering force. This not only limits the performance of distributed drive but also significantly affects the actual driving experience. Summary of the Invention

[0004] To overcome the problems existing in the related technologies, this specification provides methods, apparatus, devices and storage media.

[0005] According to a first aspect of the embodiments of this specification, a method is provided, the vehicle including a front left wheel and a front right wheel; the method includes:

[0006] Obtain the first torque of the front left wheel and the second torque of the front right wheel;

[0007] If the torque difference between the first torque and the second torque reaches the differential torque threshold, the first steering torque corresponding to the torque difference is determined;

[0008] To obtain the target torque required for the steering as desired by the driver;

[0009] Based on the target torque and the first steering torque, determine the actual power steering torque executed by the electric power steering system of the vehicle;

[0010] The electric motor controlling the electric power steering system responds to the assist torque.

[0011] According to a vehicle yaw control method provided in this application, determining the first steering torque corresponding to the torque difference includes:

[0012] A first driving force of the front left wheel is determined based on the first torque, and a second driving force of the front right wheel is determined based on the second torque;

[0013] Determine the difference between the first driving force and the second driving force;

[0014] The first steering torque corresponding to the torque difference is determined by multiplying the difference by the lever arm.

[0015] The lever arm is the vertical distance between the vehicle kingpin and the wheel axis.

[0016] According to a vehicle deflection control method provided in this application, determining the actual assist torque executed by the electric power steering system of the vehicle based on the target torque and the first steering torque includes:

[0017] When the target torque is greater than zero, the difference between the target torque and the first steering torque is determined to obtain the assist torque;

[0018] The assist torque is in the same direction as the first steering torque.

[0019] According to a vehicle deflection control method provided in this application, determining the actual assist torque executed by the electric power steering system of the vehicle based on the target torque and the first steering torque includes:

[0020] When the target torque is greater than zero, the sum of the target torque and the first steering torque is determined to obtain the assist torque;

[0021] The assist torque is in the opposite direction to the first steering torque.

[0022] According to a vehicle deflection control method provided in this application, determining the actual assist torque executed by the electric power steering system of the vehicle based on the target torque and the first steering torque includes:

[0023] When the target torque is equal to zero, the first steering torque is determined as the assist torque;

[0024] The assist torque is in the opposite direction to the first steering torque.

[0025] According to a vehicle deflection control method provided in this application, determining the actual assist torque executed by the electric power steering system of the vehicle based on the target torque and the first steering torque includes:

[0026] Predict the second steering torque corresponding to the torque difference in the next cycle based on the current torque difference;

[0027] Based on the target torque and the second steering torque, the actual power steering torque executed by the electric power steering system is determined;

[0028] The electric motor controlling the electric power steering system responds to the actual power assist torque applied.

[0029] According to a vehicle yaw control method provided in this application, the method for obtaining the differential torque threshold includes:

[0030] Obtain multiple sets of historical data corresponding to the torque difference and the first steering torque, and establish a relationship function between the torque difference and the first steering torque based on the historical data;

[0031] The differential torque threshold is determined based on the relationship function, wherein the rate of change of the first steering torque corresponding to the torque difference being less than the differential torque threshold is less than the rate of change of the first steering torque corresponding to the torque difference being greater than the differential torque threshold.

[0032] According to a vehicle yaw control method provided in this application, obtaining the target torque required for the driver to steer includes:

[0033] Obtain the third steering torque and angle of the vehicle's steering wheel, and the current speed of the vehicle;

[0034] The target torque is determined based on the third steering torque, the steering angle, and the current vehicle speed.

[0035] This application also provides a vehicle yaw control device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the vehicle yaw control method as described above.

[0036] This application also provides a non-transitory computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the vehicle yaw control method as described above.

[0037] This specification describes a vehicle yaw control method, device, and storage medium. The vehicle includes a front left wheel and a front right wheel. The method acquires a first torque of the front left wheel and a second torque of the front right wheel. If the torque difference between the first torque and the second torque reaches a differential torque threshold, a first steering torque corresponding to the torque difference is determined. A target torque required for steering as desired by the driver is acquired. Based on the target torque and the first steering torque, the actual assist torque executed by the vehicle's electric power steering system is determined. The electric motor of the electric power steering system is controlled to respond to the assist torque. In other words, the distributed drive system and the electric power steering system are integrated for control. When a torque difference exists between the two front wheels of the vehicle, the electric power steering system compensates for part of the torque to overcome the vehicle yaw caused by the torque difference, ensuring normal vehicle operation.

[0038] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and are not intended to limit this specification. Attached Figure Description

[0039] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this specification and, together with the description, serve to explain the principles of this specification.

[0040] Figure 1 This is a flowchart of a vehicle deflection control method provided in an embodiment of this specification;

[0041] Figure 2 This is a schematic diagram illustrating the working principle of the EPS system in the vehicle deflection control method described in this manual.

[0042] Figure 3 This is a diagram showing the relationship between torque difference and first steering torque in the vehicle yaw control method described in this manual.

[0043] Figure 4 This is a schematic diagram of the first steering torque in the vehicle yaw control method described in this manual.

[0044] Figure 5 This is another flowchart of the vehicle deflection control method described in this specification;

[0045] Figure 6 This is a schematic diagram of one embodiment of the vehicle deflection control device described in this specification.

[0046] Figure 7 This is a block diagram of the vehicle deflection control device provided in the embodiments of this specification. Detailed Implementation

[0047] To make the objectives, technical solutions, and advantages of this application clearer, the technical solutions of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0048] The terminology used in this application is for the purpose of describing particular embodiments only and is not intended to limit the application. Unless otherwise defined, the technical or scientific terms used in this application should be understood in their ordinary sense by one of ordinary skill in the art to which this application pertains. The terms "first," "second," and similar words used in this application specification and claims do not indicate any order, quantity, or importance, but are merely used to distinguish different components. Similarly, "a" or "one," and similar words do not indicate a quantity limitation, but rather indicate the presence of at least one. "A plurality" or "several" indicates two or more. The terms "comprising" or "including," and similar words mean that the elements or objects preceding "comprising" or "including" encompass the elements or objects listed following "comprising" or "including" and their equivalents, and do not exclude other elements or objects. The terms "connected," "linked," and similar words are not limited to physical or mechanical connections, and can include electrical connections, whether direct or indirect.

[0049] The terminology used in this application is for the purpose of describing particular embodiments only and is not intended to be limiting of the application. The singular forms “a,” “the,” and “the” used herein are also intended to include the plural forms unless the context clearly indicates otherwise. It should also be understood that the term “and / or” as used herein refers to and includes any and all possible combinations of one or more of the associated listed items.

[0050] This application provides a vehicle deflection control method, apparatus, and storage medium. The application will be described in detail below with reference to the accompanying drawings. Unless otherwise specified, the features of the following embodiments and implementations can be combined with each other.

[0051] like Figure 1 As shown, Figure 1 This is a flowchart illustrating a method according to an exemplary embodiment, comprising the following steps:

[0052] In step 101, the first torque of the front left wheel and the second torque of the front right wheel are obtained;

[0053] In step 102, if the torque difference between the first torque and the second torque reaches the differential torque threshold, the first steering torque corresponding to the torque difference is determined;

[0054] In step 103, obtain the target torque required for the driver's desired steering.

[0055] In step 104, the actual power steering torque of the vehicle is determined based on the target torque and the first steering torque.

[0056] In step 105, the electric motor of the electric power steering system is controlled to respond to the power assist torque.

[0057] The vehicle includes a front left wheel and a front right wheel. With the development of electric vehicles, the vehicle's drive system has gradually evolved from a single motor to multiple motors, and the drive mode has shifted from centralized drive to distributed drive. Research on distributed drive mainly focuses on improving and enhancing vehicle handling and stability by dynamically adjusting the torque of the four wheels to improve the vehicle's transient response. However, due to the torque difference between the motors controlling the four wheels, additional wheel rotation can occur, causing the vehicle to yaw. This phenomenon can lead to the vehicle deviating from its intended trajectory during dynamic driving, accompanied by sudden changes in steering wheel force. To address these issues, this embodiment aims to integrate the distributed drive system with the electric power steering system. When a torque difference exists between the two front wheels, the electric power steering system compensates for some of the torque to overcome the vehicle yaw caused by the torque difference, ensuring normal vehicle operation. Especially during vehicle steering, the electric power steering system's torque compensation not only suppresses vehicle yaw caused by front wheel torque differentials but also resolves situations where the steering wheel force is too high or too low, improving driving safety and the driving experience.

[0058] As an example, the vehicle deflection control method can be applied to a controller in a vehicle control system. The controller is communicatively connected to a distributed drive system and an EPS (Electric Power Steering) system. It can receive and process information transmitted by the distributed drive system and the EPS system, and transmit the processed information to the motor in the EPS system for response, so as to achieve vehicle deflection control.

[0059] Reference Figure 2The EPS system includes a steering wheel 10, a torque angle sensor 11, an electric motor 12, a steering gear 13, a steering tie rod 14, a front left wheel 15, a front right wheel 16, and an ECU (Electronic Control Unit) 17. One end of the steering tie rod 14 is a rack that cooperates with the steering gear 13. The other end of the left steering tie rod 14 is connected to the steering knuckle of the front left wheel 15 via a ball joint, and the other end of the right steering tie rod 14 is connected to the steering knuckle of the front right wheel 16 via a ball joint. The lateral movement of the steering tie rod 14 drives the steering knuckle to rotate, causing the front left wheel 15 and the front right wheel 16 to deflect.

[0060] In other embodiments, the vehicle deflection control method can also be applied to the ECU in the EPS system. When the vehicle's steering wheel is turned, a sensor mounted on the steering wheel shaft detects the steering angle torque signal. This signal, along with the vehicle speed signal, is simultaneously input to the ECU. At the same time, the distributed drive system inputs the detected torque difference signal between the two front wheels to the ECU. The ECU determines the magnitude and direction of the assist torque based on these input signals, selects the current and rotation direction of the electric motor, and adjusts the magnitude of the steering assist power to achieve vehicle deflection control.

[0061] In other embodiments, the vehicle yaw control method can also be applied to the control unit of a distributed drive system. The control unit receives a signal detecting the torque difference between the two front wheels and the front wheel steering torque calculated by the EPS system. It processes these received signals to determine the magnitude and direction of the assist torque required by the EPS system and transmits the processed information to the motor in the EPS system for response, so as to achieve vehicle yaw control.

[0062] Reference Figures 1-5 The specific steps are as follows:

[0063] The first torque of the front left wheel and the second torque of the front right wheel in the vehicle's distributed drive system are obtained. The first torque can be obtained by a sensor in the motor controlling the front left wheel, and the second torque can be obtained by a sensor in the motor controlling the front right wheel.

[0064] If the obtained first torque and second torque are not equal, it indicates that there is a torque difference between the front left wheel and the front right wheel, which meets the condition for compensation by the EPS system to suppress the yaw torque caused by the torque difference. Normally, the differential torque threshold is 0. To reduce the frequency of start-stop operations of the vehicle yaw control program, yaw caused by a certain range of torque difference is allowed. This yaw is relatively small and imperceptible to the driver or vehicle, and does not affect driving safety or the sense of security. That is, a differential torque threshold corresponding to the allowed torque difference range is set. When the first torque and second torque are not equal and the torque difference between them reaches the differential torque threshold, the control program of the EPS system and the control algorithm of the distributed drive system are integrated to coordinate the distributed drive torque and EPS power assist control. Subsequently, the first steering torque corresponding to the torque difference is determined.

[0065] As an example, the method for obtaining the differential torque threshold includes:

[0066] Obtain multiple sets of historical data corresponding to the torque difference and the first steering torque, and establish a relationship function between the torque difference and the first steering torque based on the historical data;

[0067] The differential torque threshold is determined based on the relationship function, wherein the rate of change of the first steering torque corresponding to the torque difference being less than the differential torque threshold is less than the rate of change of the first steering torque corresponding to the torque difference being greater than the differential torque threshold.

[0068] Before controlling the torque difference of the front wheels, multiple sets of historical data corresponding to the torque difference and the first steering torque are acquired, and a relationship function between the torque difference and the first steering torque is established, such as... Figure 3 As shown, the torque difference is directly proportional to the first steering torque. The relationship between the torque difference and the first steering torque reveals that when the torque difference exceeds a certain value, the acceleration of the first steering torque increases, leading to a greater tendency or degree of vehicle yaw caused by the first steering torque, necessitating timely suppression or mitigation of vehicle yaw. Therefore, the torque difference corresponding to the point where the first steering acceleration changes can be set as the differential torque threshold. In other embodiments, the differential torque threshold can also be set based on the driver's perception of vehicle yaw, or other methods may be used; no specific limitations are made here.

[0069] When the torque difference between the first torque and the second torque reaches the differential torque threshold, the first steering torque corresponding to the torque difference is determined.

[0070] As an example, step 102 of determining the first steering torque corresponding to the torque difference includes:

[0071] In step 1021, a first driving force of the front left wheel is determined based on the first torque, and a second driving force of the front right wheel is determined based on the second torque;

[0072] In step 1022, determine the difference between the first driving force and the second driving force;

[0073] In step 1023, the first steering torque corresponding to the torque difference is determined based on the product of the difference and the lever arm;

[0074] The lever arm is the vertical distance between the vehicle kingpin and the wheel axis.

[0075] Reference Figure 4 The kingpin 20 is the axis of rotation for wheel steering, playing a crucial role in vehicle steering performance. The kingpin 20 is connected to the front left and front right wheels via two control arms 21, which are connected to the control arms 21 through a steering knuckle 22. This supports the movement (or drive) of the front left and front right wheels, allowing them to rotate around this axis.

[0076] Taking the front left wheel 15 as an example, the point of application of the wheel driving force is at the center of the tire and the ground. There is a lever arm Δτ between the driving force and the steering knuckle, forming the first steering torque ΔM around the kingpin 20.

[0077] ΔM=(Fl-Fr)*Δτ (1)

[0078] Where Fl is the first driving force of the front left wheel and Fr is the second driving force of the front right wheel. Based on the conventional formula for calculating torque and driving force, the first driving force is calculated based on the actual detected first torque and the second driving force is calculated based on the actual detected second torque.

[0079] As can be seen from the above formula (1), the torque difference between the front left wheel and the front right wheel is directly proportional to the change in the first steering torque, such as... Figure 3 As shown.

[0080] After obtaining the initial steering torque generated by the torque difference that causes the front wheels to rotate additionally, the actual assist torque executed by the vehicle's EPS system is determined based on the target torque required for steering as desired by the driver. In other words, when the EPS system controls the vehicle's steering based on the target torque, the initial steering torque is taken into account to suppress additional vehicle rotation.

[0081] As an example, step 103, which involves obtaining the target torque required for driver steering, includes:

[0082] In step 1031, the third steering torque and angle of the vehicle steering wheel, and the current speed of the vehicle are obtained;

[0083] In step 1032, the target torque is determined based on the third steering torque, the steering angle, and the current vehicle speed.

[0084] When the driver turns the steering wheel according to their expected needs, sensors mounted on the steering wheel shaft detect the steering wheel angle torque signal, including the third steering torque and the steering angle. By combining the angle torque signal with the acquired vehicle speed signal, the target torque required by the electric motor to meet the driver's desired needs can be determined. The electric motor responds with the magnitude and direction of the target torque, with the direction determined by the direction of the steering wheel rotation.

[0085] When there is a torque difference between the front left wheel and the front right wheel of a vehicle, the actual steering angle of the two front wheels will deviate from the driver's driving intention. At this time, it is necessary to take into account the influence of both and integrate them.

[0086] Reference Figure 5 The specific overall approach is as follows: using the steering torque calculated by the EPS system as the target torque, the first steering torque is used first for assistance, and the EPS system supplements the insufficient part. This leverages the advantages of distributed drive while reducing the load on the EPS system.

[0087] Specifically, the calculation process for determining the actual assist torque executed by the vehicle's EPS system based on the target torque and the first steering torque is as follows:

[0088] M T -ΔM=M EPS (2)

[0089] M T The target torque is calculated based on the assist torque of the independent EPS system.

[0090] ΔM is the first steering torque generated by the front axle differential torque;

[0091] M EPS The actual assist torque executed by the EPS system.

[0092] In this embodiment, the target torque determined by the EPS system is integrated with the first steering torque generated by the front axle differential torque in the distributed drive system, so as to coordinate the power assist control of the distributed drive system and the EPS system in a unified manner, so as to avoid the front wheels from having additional front wheel angles or sudden changes in steering wheel force due to differential torque.

[0093] As an example, the driving states of a vehicle include straight-going conditions and turning conditions.

[0094] When a vehicle is turning, i.e. the target torque is greater than zero, it indicates that the vehicle's steering and the torque difference between the front left wheel and the front right wheel occur simultaneously. This torque difference generates the first steering torque that makes the front wheels turn. In the turning condition, if the target torque of the EPS system is in the same direction as the first steering torque, the actual turning angle of the front wheels will increase. If the target torque of the EPS system is in the opposite direction to the first steering torque, the actual turning angle of the front wheels will decrease. The corresponding steering wheel force will be too small or too large.

[0095] To solve the above problem, when the target torque of the EPS system is in the same direction as the first steering torque, the difference between the target torque and the first steering torque is determined to obtain the assist torque. That is, M in the above formula (2) T Both ΔM and ΔM are positive values.

[0096] When the target torque of the EPS system is opposite in direction to the first steering torque, the sum of the target torque and the first steering torque is determined to obtain the assist torque. That is, in M... T When the direction of ΔM is positive and the direction of ΔM is negative, M in the above formula (2) T ΔM is a positive value, and M is a negative value. In other embodiments, the direction of ΔM can also be considered positive, and M... T The direction is opposite, that is, M in the above formula (2) T When ΔM is negative, ΔM is positive. EPS Take the absolute value.

[0097] When the vehicle is traveling straight, the road conditions on the left and right front wheels are different. Due to the difference in road adhesion coefficient, a certain first steering torque will be generated that causes the two front wheels to deflect. At this time, the function of the EPS system is to balance the first steering torque by generating the same steering torque, so that the left and right front wheels maintain a straight state and the front wheels will not yaw or vibrate due to road differences.

[0098] Specifically, when the target torque is zero, the first steering torque is determined as the assist torque; wherein the assist torque is in the opposite direction to the first steering torque. That is, M in the above formula (2) T When = 0, M EPS = -ΔM.

[0099] In this way, when the two front wheels of a vehicle generate the first steering torque that causes the vehicle to deflect under straight-line conditions, the EPS system increases the resistance of the electric motor, thereby keeping the front wheels in a straight-line state and limiting the vibration of the steering wheel, ensuring consistent steering wheel force.

[0100] In this embodiment, under straight-line driving conditions, the main purpose of the EPS system is to limit the deflection of the two front wheels caused by torque difference. Under turning conditions, the torque difference between the front left and front right wheels, together with the torque of the EPS system, works to ensure correct steering of the front left and front right wheels and consistent steering wheel force while ensuring the yaw torque requirement.

[0101] As an example, step 104, which determines the actual assist torque performed by the electric power steering system of the vehicle based on the target torque and the first steering torque, includes:

[0102] In step 1041, predict the second steering torque corresponding to the torque difference in the next cycle based on the current torque difference;

[0103] In step 1042, the actual power steering torque executed by the electric power steering system is determined based on the target torque and the second steering torque.

[0104] In step 1043, the electric motor of the electric power steering system is controlled to respond to the actual power assist torque.

[0105] In some embodiments, the torque causing the vehicle to deflect due to the torque difference between the front left and front right wheels is always present, including during the EPS system power-assisted control process. Therefore, the corresponding power-assisted torque of the EPS system's motor deviates from the actual torque required by the front wheels, making it difficult to achieve the driver's desired target torque. To address this issue, this embodiment predicts a second steering torque corresponding to the torque difference in the next cycle based on the current torque difference. This second steering torque includes the unified and coordinated distributed drive torque and the deflection torque caused by the torque difference change during EPS power-assisted control. Subsequently, based on the second steering torque and the target torque, the power-assisted torque of the EPS system is determined, thereby improving the control accuracy when the vehicle deviates from the expected trajectory during driving and ensuring correct steering of the front wheels.

[0106] This application provides a vehicle yaw control method, device, and storage medium. Compared to current methods where the differential torque of the left and right front axle motors generates additional rotational force on the front wheels, causing vehicle yaw, this application, where the vehicle includes a front left wheel and a front right wheel, acquires a first torque of the front left wheel and a second torque of the front right wheel; if the torque difference between the first torque and the second torque reaches a differential torque threshold, a first steering torque corresponding to the torque difference is determined; a target torque required for steering as desired by the driver is acquired; based on the target torque and the first steering torque, the actual assist torque executed by the vehicle's electric power steering system is determined; and the electric motor of the electric power steering system is controlled to respond to the assist torque. In other words, the distributed drive system and the electric power steering system are integrated for control. When a torque difference exists between the two front wheels of the vehicle, the electric power steering system compensates for part of the torque to overcome the vehicle yaw caused by the torque difference, ensuring normal vehicle operation.

[0107] Based on the same concept as the methods described above, this application also proposes a vehicle deflection control device, such as... Figure 6 As shown. The device includes:

[0108] The torque acquisition module 602 is used to acquire the first torque of the front left wheel and the second torque of the front right wheel;

[0109] The torque determination module 604 is used to determine the first steering torque corresponding to the torque difference if the torque difference between the first torque and the second torque reaches the differential torque threshold.

[0110] The torque acquisition module 606 is used to acquire the target torque required for steering as desired by the driver;

[0111] The torque control module 608 is used to determine the actual power steering torque executed by the electric power steering system of the vehicle based on the target torque and the first steering torque.

[0112] The power steering control module 610 is used to control the electric motor of the electric power steering system to respond to the power steering torque.

[0113] Optionally, the torque determination module 604 is further configured to determine a first driving force of the front left wheel based on the first torque, and a second driving force of the front right wheel based on the second torque; determine the difference between the first driving force and the second driving force; and determine a first steering torque corresponding to the torque difference based on the product of the difference and the lever arm; wherein the lever arm is the vertical distance between the vehicle kingpin and the wheel axis.

[0114] Optionally, the torque control module 608 is further configured to determine the difference between the target torque and the first steering torque when the target torque is greater than zero, and obtain the assist torque; wherein the assist torque and the first steering torque are in the same direction.

[0115] Optionally, the torque control module 608 is further configured to determine the sum of the target torque and the first steering torque when the target torque is greater than zero, and obtain the assist torque; wherein the assist torque is opposite in direction to the first steering torque.

[0116] Optionally, the torque control module 608 is further configured to determine the first steering torque as the assist torque when the target torque is equal to zero; wherein the assist torque is in the opposite direction to the first steering torque.

[0117] Optionally, the torque control module 608 is configured to: predict the second steering torque corresponding to the torque difference in the next cycle based on the current torque difference; determine the actual power steering torque executed by the electric power steering system based on the target torque and the second steering torque; and control the electric motor of the electric power steering system to respond to the actual power steering torque executed.

[0118] Optionally, the torque determination module 604 is further configured to acquire multiple sets of historical data corresponding to the torque difference and the first steering torque, establish a relationship function between the torque difference and the first steering torque based on the historical data, and determine the differential torque threshold based on the relationship function, wherein the rate of change of the first steering torque corresponding to the torque difference being less than the differential torque threshold is less than the rate of change of the first steering torque corresponding to the torque difference being greater than the differential torque threshold.

[0119] Optionally, the torque acquisition module 606 is further configured to acquire the third steering torque and angle of the vehicle steering wheel, and the current vehicle speed; and determine the target torque based on the third steering torque, the angle, and the current vehicle speed.

[0120] The specific implementation process of the functions and roles of each module / submodule / unit in the above device can be found in the implementation process of the corresponding steps in the above method, which can achieve the same technical effect, and will not be repeated here.

[0121] Corresponding to the embodiments of the foregoing methods, this specification also provides embodiments of the apparatus and the terminal to which it is applied.

[0122] Figure 7 An example is a schematic diagram of the physical structure of a vehicle deflection control device, such as... Figure 7As shown, the vehicle steering control device may include: a processor 810, a communication interface 820, a memory 830, and a communication bus 840, wherein the processor 810, the communication interface 820, and the memory 830 communicate with each other through the communication bus 840. The processor 810 can call logical instructions in the memory 830 to execute a vehicle steering control method, which includes: the vehicle including a front left wheel and a front right wheel; obtaining a first torque of the front left wheel and a second torque of the front right wheel; if the torque difference between the first torque and the second torque reaches a differential torque threshold, determining a first steering torque corresponding to the torque difference; obtaining a target torque required for steering as desired by the driver; determining the actual assist torque executed by the electric power steering system of the vehicle based on the target torque and the first steering torque; and controlling the electric motor of the electric power steering system to respond to the assist torque.

[0123] Furthermore, the logical instructions in the aforementioned memory 830 can be implemented as software functional units and, when sold or used as independent products, can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or a 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 this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0124] On the other hand, this application also provides a computer program product, which includes a computer program that can be stored on a non-transitory computer-readable storage medium. When the computer program is executed by a processor, the computer can execute the vehicle yaw control method provided by the above methods. The method includes: the vehicle includes a front left wheel and a front right wheel; obtaining a first torque of the front left wheel and a second torque of the front right wheel; if the torque difference between the first torque and the second torque reaches a differential torque threshold, determining a first steering torque corresponding to the torque difference; obtaining a target torque required for steering as expected by the driver; determining the actual power steering torque executed by the electric power steering system of the vehicle based on the target torque and the first steering torque; and controlling the electric motor of the electric power steering system to respond to the power steering torque.

[0125] In another aspect, this application also provides a non-transitory computer-readable storage medium storing a computer program thereon, which, when executed by a processor, implements a vehicle yaw control method provided by the methods described above. The method includes: the vehicle comprising a front left wheel and a front right wheel; acquiring a first torque of the front left wheel and a second torque of the front right wheel; if the torque difference between the first torque and the second torque reaches a differential torque threshold, determining a first steering torque corresponding to the torque difference; acquiring a target torque required for steering as desired by the driver; determining the actual assist torque executed by the electric power steering system of the vehicle based on the target torque and the first steering torque; and controlling the electric motor of the electric power steering system to respond to the assist torque.

[0126] The device embodiments described above are merely illustrative. 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 network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs. Those skilled in the art can understand and implement this without any creative effort.

[0127] The foregoing has described specific embodiments of this specification. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recited in the claims may be performed in a different order than that shown in the embodiments and may still achieve the desired result. Furthermore, the processes depicted in the drawings do not necessarily require the specific or sequential order shown to achieve the desired result. In some embodiments, multitasking and parallel processing are possible or may be advantageous.

[0128] Other embodiments of this specification will readily occur to those skilled in the art upon consideration of the specification and practice of the invention claimed herein. This specification is intended to cover any variations, uses, or adaptations that follow the general principles of this specification and include common knowledge or customary techniques in the art not claimed herein. The specification and examples are to be considered exemplary only, and the true scope and spirit of this specification are indicated by the following claims.

[0129] It should be understood that this specification is not limited to the precise structures described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of this specification is limited only by the appended claims.

[0130] The above description is merely a preferred embodiment of this specification and is not intended to limit this specification. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this specification should be included within the scope of protection of this specification.

Claims

1. A vehicle yaw control method, characterized in that, The vehicle includes a front left wheel and a front right wheel; the method includes: Obtain the first torque of the front left wheel and the second torque of the front right wheel; If the torque difference between the first torque and the second torque reaches the differential torque threshold, the first steering torque corresponding to the torque difference is determined; To obtain the target torque required for the steering as desired by the driver; Based on the target torque and the first steering torque, determine the actual power steering torque executed by the electric power steering system of the vehicle; The electric motor controlling the electric power steering system responds to the assist torque; The method for obtaining the differential torque threshold includes: Obtain multiple sets of historical data corresponding to the torque difference and the first steering torque, and establish a relationship function between the torque difference and the first steering torque based on the historical data; The differential torque threshold is determined based on the relationship function, wherein the rate of change of the first steering torque corresponding to the torque difference being less than the differential torque threshold is less than the rate of change of the first steering torque corresponding to the torque difference being greater than the differential torque threshold.

2. The vehicle deflection control method as described in claim 1, characterized in that, Determining the first steering torque corresponding to the torque difference includes: A first driving force of the front left wheel is determined based on the first torque, and a second driving force of the front right wheel is determined based on the second torque; Determine the difference between the first driving force and the second driving force; The first steering torque corresponding to the torque difference is determined by multiplying the difference by the lever arm. The lever arm is the vertical distance between the vehicle kingpin and the wheel axis.

3. The vehicle deflection control method as described in claim 1, characterized in that, The step of determining the actual assist torque executed by the electric power steering system of the vehicle based on the target torque and the first steering torque includes: When the target torque is greater than zero, the difference between the target torque and the first steering torque is determined to obtain the assist torque; The assist torque is in the same direction as the first steering torque.

4. The vehicle deflection control method as described in claim 1, characterized in that, The step of determining the actual assist torque executed by the electric power steering system of the vehicle based on the target torque and the first steering torque includes: When the target torque is greater than zero, the sum of the target torque and the first steering torque is determined to obtain the assist torque; The assist torque is in the opposite direction to the first steering torque.

5. The vehicle deflection control method as described in claim 1, characterized in that, The step of determining the actual assist torque executed by the electric power steering system of the vehicle based on the target torque and the first steering torque includes: When the target torque is equal to zero, the first steering torque is determined as the assist torque; The assist torque is in the opposite direction to the first steering torque.

6. The vehicle deflection control method as described in claim 1, characterized in that, The step of determining the actual assist torque executed by the electric power steering system of the vehicle based on the target torque and the first steering torque includes: Predict the second steering torque corresponding to the torque difference in the next cycle based on the current torque difference; Based on the target torque and the second steering torque, the actual power steering torque executed by the electric power steering system is determined; The electric motor controlling the electric power steering system responds to the actual power assist torque applied.

7. The vehicle deflection control method as described in claim 1, characterized in that, The process of obtaining the target torque required for driver steering includes: Obtain the third steering torque and angle of the vehicle's steering wheel, and the current speed of the vehicle; The target torque is determined based on the third steering torque, the steering angle, and the current vehicle speed.

8. A vehicle deflection control device, characterized in that, The vehicle deflection control device includes a memory, a processor, and a vehicle deflection control program stored in the memory and executable on the processor. When the processor executes the vehicle deflection control program, it implements the steps of the vehicle deflection control method according to any one of claims 1-7.

9. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a vehicle deflection control program, which, when executed, implements the steps of the vehicle deflection control method according to any one of claims 1-7.

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