Vehicle steering control method, device, vehicle, medium and program

Abstract

This application relates to the field of vehicle technology, and in particular to a vehicle steering control method, device, vehicle, medium, and program. The method includes: acquiring the vehicle's current operating data and the user's target steering sensitivity level; determining the understeer gradient based on the target steering sensitivity level; calculating the vehicle's actual steering torque based on the current operating data and the understeer gradient; and controlling the vehicle's steering based on the actual steering torque. This solves the problems in related technologies, such as poor user experience, poor vehicle handling, and poor steering sensitivity due to the inability to meet different user steering response styles.

Description

Technical Field

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

[0002] Currently, vehicle electronic stability programs (ESP) typically enhance vehicle stability by generating additional yaw moments through braking force vectors on the left and right wheels. For example, when the vehicle's steering force is insufficient, ESP can apply braking to the inner rear wheels to generate an additional yaw moment in the same direction as the steering, ensuring vehicle stability and following the driver's desired trajectory. Conversely, when the vehicle's steering force is excessive, ESP can apply braking to the outer front wheels to generate an additional yaw moment opposite to the steering direction, also ensuring vehicle stability and following the driver's desired trajectory.

[0003] In related technologies, steering control requires acquiring signals from multiple sensors. The differential torque yaw moment decision module obtains the vehicle's differential torque yaw moment by establishing kinematic parameter relationships based on the driver's input steering wheel angle, vehicle motion information, road adhesion coefficient, lateral tire force, and longitudinal tire force. This cannot meet the needs of various steering response styles. Furthermore, improving vehicle stability through front and rear axle slip ratio compensation can only guarantee the vehicle's original response and fails to improve the vehicle's handling and steering sensitivity. Summary of the Invention

[0004] This application provides a vehicle steering control method, device, vehicle, storage medium, and program product to solve the problems in related technologies, such as poor user experience, poor vehicle handling, and poor steering sensitivity, which cannot meet the different steering response styles of users.

[0005] The first aspect of this application provides a vehicle steering control method, comprising the following steps: acquiring current operating data of the vehicle and a user's target steering sensitivity level; determining an understeering gradient based on the target steering sensitivity level; calculating the actual steering torque of the vehicle based on the current operating data and the understeering gradient; and controlling the vehicle steering based on the actual steering torque.

[0006] Optionally, calculating the actual steering torque of the vehicle based on the current operating data and the understeer gradient includes: calculating the target yaw rate of the vehicle based on the current operating data and the understeer gradient; identifying the actual yaw rate and accelerator pedal opening in the current operating data; and calculating the actual steering torque of the vehicle based on the actual yaw rate, the target yaw rate, and the accelerator pedal opening.

[0007] Optionally, the formula for calculating the target yaw rate is:

[0008]

[0009] Where L is the vehicle wheelbase, δ is the steering wheel angle, u is the vehicle's current speed, and K us For insufficient steering gradient values, Among them, a ymax =μ max g, a y μ is the vehicle's current lateral acceleration. max a is the maximum adhesion coefficient of the current road surface. ymax K is the lateral acceleration generated by the maximum adhesion force. t This is the transition point coefficient.

[0010] Optionally, calculating the actual steering torque of the vehicle based on the actual yaw rate, the target yaw rate, and the accelerator pedal opening includes: calculating the acceleration torque based on the accelerator pedal opening; calculating the yaw moment based on the actual yaw rate and the target yaw rate; and calculating the actual steering torque of the vehicle based on the yaw moment and the acceleration torque.

[0011] Optionally, obtaining the user's target steering sensitivity level includes: recognizing the user's interaction actions; and determining the target steering sensitivity level based on the interaction actions.

[0012] Optionally, controlling the vehicle steering based on the actual steering torque includes: determining a target output torque for each motor based on the actual steering torque; and controlling each motor to output the corresponding target output torque to control the steering of the corresponding wheel.

[0013] A second aspect of this application provides a vehicle steering control device, comprising: an acquisition module for acquiring current operating data of the vehicle and a user's target steering sensitivity level; a calculation module for determining an understeering gradient based on the target steering sensitivity level and calculating the actual steering torque of the vehicle based on the current operating data and the understeering gradient; and a control module for controlling the vehicle steering based on the actual steering torque.

[0014] Optionally, the calculation module is further configured to: calculate the target yaw rate of the vehicle based on the current operating data and the understeer gradient; identify the actual yaw rate and accelerator pedal opening in the current operating data; and calculate the actual steering torque of the vehicle based on the actual yaw rate, the target yaw rate, and the accelerator pedal opening.

[0015] Optionally, the formula for calculating the target yaw rate is:

[0016]

[0017] Where L is the vehicle wheelbase, δ is the steering wheel angle, u is the vehicle's current speed, and K us For insufficient steering gradient values, Among them, a ymax =μ max g, a y μ is the vehicle's current lateral acceleration. max a is the maximum adhesion coefficient of the current road surface. ymax K is the lateral acceleration generated by the maximum adhesion force. t This is the transition point coefficient.

[0018] Optionally, the calculation module is further configured to: calculate the acceleration torque based on the accelerator pedal opening; calculate the yaw moment based on the actual yaw rate and the target yaw rate; and calculate the actual steering torque of the vehicle based on the yaw moment and the acceleration torque.

[0019] Optionally, the acquisition module is further configured to: identify the user's interaction actions; and determine the target turning sensitivity level based on the interaction actions.

[0020] Optionally, the control module is further configured to: determine the target output torque of each motor based on the actual steering torque; and control each motor to output the corresponding target output torque to control the steering of the corresponding wheel.

[0021] A third aspect of this application provides a vehicle, 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 steering control method as described in the above embodiments.

[0022] A fourth aspect of this application provides a computer-readable storage medium having a computer program stored thereon, which is executed by a processor to implement the vehicle steering control method as described in the above embodiments.

[0023] A fifth aspect of this application provides a computer program product, including a computer program that, when executed, is used to implement the vehicle steering control method as described in the above embodiments.

[0024] Therefore, this application has at least the following beneficial effects:

[0025] This application embodiment can determine the understeer gradient based on the target steering sensitivity level selected by the user, calculate the actual steering torque of the vehicle based on the current operating data and the understeer gradient, and control the vehicle steering based on the actual steering torque to meet the different steering response styles of users, improve the vehicle's handling and steering sensitivity, and enhance the user experience.

[0026] Additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0027] The above and / or additional aspects and advantages of this application will become apparent and readily understood from the following description of the embodiments taken in conjunction with the accompanying drawings, wherein:

[0028] Figure 1 This is a flowchart of a vehicle steering control method provided according to an embodiment of this application;

[0029] Figure 2 This is an overall flowchart of a vehicle steering control method provided according to an embodiment of this application;

[0030] Figure 3 This is a block diagram of a vehicle steering control device provided according to an embodiment of this application;

[0031] Figure 4 This is a structural schematic diagram of a vehicle according to an embodiment of this application. Detailed Implementation

[0032] The embodiments of this application are described in detail below. Examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this application, and should not be construed as limiting this application.

[0033] In the related technology (1), firstly, the vehicle steering control method requires multiple sensor signals, resulting in a large amount of computation; secondly, the differential torque yaw moment decision module is used to obtain the vehicle differential torque yaw moment by establishing a kinematic parameter relationship based on the steering wheel angle input by the driver, vehicle motion information, road surface adhesion coefficient, lateral tire force, and longitudinal tire force, but it does not specify the method for calculating the yaw moment and cannot meet the needs of various steering response styles.

[0034] In related technology (2), the stability control method is used for a front and rear axle distributed drive configuration (the front and rear axles are driven independently, and the left and right sides of a single axle are not independent), which is different from this case; and the vehicle stability is improved by the front and rear axle slip ratio compensation method, which can only ensure the original vehicle response and does not improve the vehicle's handling and steering sensitivity.

[0035] Therefore, this application is mainly aimed at vehicles with single-axle left-right distributed drive or four-wheel independent drive. The target understeer can be freely adjusted according to the vehicle model positioning and driving style, and converted into a target yaw rate. By providing additional yaw torque through single-axle left-right distributed drive or four-wheel independent drive, the vehicle's steering characteristics are changed, thereby improving the vehicle's handling and stability performance.

[0036] The vehicle steering control method, apparatus, vehicle, storage medium, and program product according to embodiments of this application are described below with reference to the accompanying drawings. Specifically, Figure 1 This is a schematic flowchart of a vehicle steering control method provided in an embodiment of this application.

[0037] like Figure 1 As shown, the vehicle steering control method includes the following steps:

[0038] In step S101, the vehicle's current operating data and the user's target steering sensitivity level are obtained.

[0039] The vehicle's current operating data can include vehicle speed, yaw rate, lateral acceleration, steering wheel angle, and maximum adhesion coefficient. The corresponding sensor data can be acquired according to actual needs, without specific limitations.

[0040] It is understood that the embodiments of this application can obtain the vehicle's current operating data and the user's target steering sensitivity level, so as to subsequently determine the understeering gradient based on the target steering sensitivity level, and calculate the vehicle's actual steering torque based on the current operating data and the understeering gradient.

[0041] In this embodiment of the application, obtaining the user's target steering sensitivity level includes: recognizing the user's interaction actions; and determining the target steering sensitivity level based on the interaction actions.

[0042] The target steering sensitivity level can include: soft, neutral, and aggressive, and can be set according to the user's actual needs without specific limitations.

[0043] It is understood that in this embodiment of the application, the user can select their preferred steering response style through the slider on the user interface, thereby meeting the user's driving style needs.

[0044] It should be noted that offering users selectable steering response sensitivity options within the same vehicle can accommodate all user driving preferences. The same vehicle can achieve multiple steering response styles, satisfying both understeering and neutral steering preferences, thus meeting the driving style needs of different users.

[0045] In step S102, the understeering gradient is determined based on the target steering sensitivity level, and the actual steering torque of the vehicle is calculated based on the current operating data and the understeering gradient.

[0046] It is understood that the embodiments of this application can determine the understeering gradient based on the target steering sensitivity level, and calculate the actual steering torque of the vehicle based on the current operating data and the understeering gradient, so as to control the vehicle steering based on the actual steering torque in the future.

[0047] In this embodiment of the application, calculating the actual steering torque of the vehicle based on the current operating data and understeer gradient includes: calculating the target yaw rate of the vehicle based on the current operating data and understeer gradient; identifying the actual yaw rate and accelerator pedal opening in the current operating data; and calculating the actual steering torque of the vehicle based on the actual yaw rate, the target yaw rate, and the accelerator pedal opening.

[0048] Furthermore, the formula for calculating the target's yaw rate is:

[0049]

[0050] Where L is the vehicle wheelbase, δ is the steering wheel angle, u is the vehicle's current speed, and K us For insufficient steering gradient values, Among them, a ymax =μ max g, a y μ is the vehicle's current lateral acceleration. max a is the maximum adhesion coefficient of the current road surface. ymax K is the lateral acceleration generated by the maximum adhesion force. t This is the transition point coefficient.

[0051] It is understood that, according to the embodiments of this application, the target yaw rate of the vehicle can be calculated based on the current operating data and the understeer gradient; the actual yaw rate and accelerator pedal opening in the current operating data can be identified; and the actual steering torque of the vehicle can be calculated based on the actual yaw rate, the target yaw rate and the accelerator pedal opening, so as to control the vehicle steering according to the actual steering torque in the future.

[0052] It should be noted that the slider position is related to K in the soft-aggressive mode. us Value corresponding to K us The larger the value, the smoother the steering response; K us The smaller the value, the smoother the steering response. To prevent vehicle instability, K... us It should generally be set to a value greater than 0. The mapping relationship can be set according to the user's needs, without specific limitations; K tThe coefficient is set according to actual needs, and is generally set to 0.4 to 0.8. The larger the value, the smaller the transition range.

[0053] In this embodiment, calculating the actual steering torque of the vehicle based on the actual yaw rate, the target yaw rate, and the accelerator pedal opening includes: calculating the acceleration torque based on the accelerator pedal opening; calculating the yaw moment based on the actual yaw rate and the target yaw rate; and calculating the actual steering torque of the vehicle based on the yaw moment and the acceleration torque.

[0054] It is understood that the embodiments of this application can calculate the acceleration torque based on the accelerator pedal opening; calculate the yaw moment based on the actual yaw rate and the target yaw rate; and calculate the actual steering torque of the vehicle based on the yaw moment and the acceleration torque. Since the vehicle speed affects the steering torque, combining the acceleration torque and the yaw moment can improve the vehicle's handling and steering sensitivity.

[0055] It should be noted that the error between the target and the actual yaw rate is input to the PID controller, and the PID controller outputs the required yaw torque.

[0056] In step S103, the vehicle steering is controlled according to the actual steering torque.

[0057] It is understood that the embodiments of this application can control the vehicle steering according to the actual steering torque to meet the different steering response styles of users, improve the vehicle's handling and steering sensitivity, and enhance the user experience.

[0058] In this embodiment of the application, controlling vehicle steering based on actual steering torque includes: determining the target output torque of each motor based on the actual steering torque; and controlling each motor to output the corresponding target output torque to control the steering of the corresponding wheel.

[0059] It is understood that the embodiments of this application can determine the target output torque of each motor based on the actual steering torque; control each motor to output the corresponding target output torque to control the steering of the corresponding wheel, so as to meet the different steering response styles of users, improve the vehicle's handling and steering sensitivity, and enhance the user experience.

[0060] It should be noted that the torque distributor is based on the vehicle dynamics model, combined with the acceleration torque T calculated based on the driver's accelerator pedal position. acc Calculate the required output torque T for each motor to achieve control of yaw force and vehicle acceleration. 11 T 12 T 21 T 22 .

[0061] According to the vehicle steering control method proposed in the embodiments of this application, the understeering gradient is determined based on the target steering sensitivity level selected by the user, the actual steering torque of the vehicle is calculated based on the current operating data and the understeering gradient, and the vehicle steering is controlled based on the actual steering torque to meet the different steering response styles of the user, improve the vehicle's handling and steering sensitivity, and enhance the user experience.

[0062] The following will combine Figure 2 The vehicle steering control method described in this application is explained in detail, and the specific steps are as follows:

[0063] Step 1, Vehicle Status Collection

[0064] The vehicle's current operating data is acquired using various sensors. This data includes the following signals: vehicle speed u, yaw rate r, and lateral acceleration a. y Steering wheel angle δ, maximum adhesion coefficient μ max .

[0065] Step 2, determine the user's driving steering style

[0066] Users can select their preferred steering response style via a slider in the user interface. Steering styles include: Soft-Aggressive, and the slider position is related to K... us Value corresponding

[0067] Step 3, the formula for calculating the target's yaw rate is:

[0068]

[0069] Where L is the vehicle wheelbase, δ is the steering wheel angle, u is the vehicle's current speed, and K us For insufficient steering gradient values, Among them, a ymax =μ max g, a y μ is the vehicle's current lateral acceleration. max a is the maximum adhesion coefficient of the current road surface. ymax K is the lateral acceleration generated by the maximum adhesion force. t This is the transition point coefficient.

[0070] Step 4, Calculation of yaw moment

[0071] The error between the target yaw rate and the actual yaw rate is input to the PID controller to generate the control yaw torque M. ctrl .

[0072] Step 5, Torque Distribution Stage

[0073] The torque distributor uses the vehicle dynamics model and the acceleration torque T calculated based on the driver's accelerator pedal position. acc Calculate the required output torque T for each motor to achieve control of yaw force and vehicle acceleration. 11 T 12 T 21 T 22 .

[0074] In summary, the embodiments of this application can provide users with optional steering response sensitivity options in the same vehicle, which can adapt to all user driving preferences and achieve multiple steering response styles in the same vehicle; through system control, without increasing material costs, for example, by using tires with better handling, a stiffer suspension tuning, and a steering system with a smaller gear ratio, the vehicle's handling stability and stability performance can be improved.

[0075] Next, the vehicle steering control device according to the embodiments of this application is described with reference to the accompanying drawings.

[0076] Figure 3 This is a block diagram of a vehicle steering control device according to an embodiment of this application.

[0077] like Figure 3 As shown, the vehicle steering control device 10 includes: an acquisition module 100, a calculation module 200, and a control module 300.

[0078] The acquisition module 100 is used to acquire the vehicle's current operating data and the user's target steering sensitivity level; the calculation module 200 is used to determine the understeering gradient based on the target steering sensitivity level and to calculate the vehicle's actual steering torque based on the current operating data and the understeering gradient; and the control module 300 is used to control the vehicle's steering based on the actual steering torque.

[0079] Optionally, the calculation module 200 is further configured to: calculate the target yaw rate of the vehicle based on the current operating data and the understeer gradient; identify the actual yaw rate and accelerator pedal opening in the current operating data; and calculate the actual steering torque of the vehicle based on the actual yaw rate, the target yaw rate, and the accelerator pedal opening.

[0080] In this embodiment of the application, the formula for calculating the target yaw rate is:

[0081]

[0082] Where L is the vehicle wheelbase, δ is the steering wheel angle, u is the vehicle's current speed, and K us For insufficient steering gradient values, Among them, a ymax =μ max g, ay μ is the vehicle's current lateral acceleration. max a is the maximum adhesion coefficient of the current road surface. ymax K is the lateral acceleration generated by the maximum adhesion force. t This is the transition point coefficient.

[0083] In this embodiment, the calculation module 200 is further configured to: calculate the acceleration torque based on the accelerator pedal opening; calculate the yaw moment based on the actual yaw rate and the target yaw rate; and calculate the actual steering torque of the vehicle based on the yaw moment and the acceleration torque.

[0084] In this embodiment, the control module 300 is further configured to: determine the target output torque of each motor based on the actual steering torque; and control each motor to output the corresponding target output torque to control the steering of the corresponding wheel.

[0085] It should be noted that the foregoing explanation of the vehicle steering control method embodiment also applies to the vehicle steering control device of this embodiment, and will not be repeated here.

[0086] According to the vehicle steering control device proposed in the embodiments of this application, the understeering gradient is determined based on the target steering sensitivity level selected by the user, the actual steering torque of the vehicle is calculated based on the current operating data and the understeering gradient, and the vehicle steering is controlled based on the actual steering torque to meet the different steering response styles of the user, improve the vehicle's handling and steering sensitivity, and enhance the user experience.

[0087] Figure 4 A schematic diagram of the structure of a vehicle provided in an embodiment of this application. The vehicle may include:

[0088] The memory 401, the processor 402, and the computer program stored on the memory 401 and capable of running on the processor 402.

[0089] When the processor 402 executes the program, it implements the vehicle steering control method provided in the above embodiments.

[0090] Furthermore, the vehicle also includes:

[0091] Communication interface 403 is used for communication between memory 401 and processor 402.

[0092] The memory 401 is used to store computer programs that can run on the processor 402.

[0093] The memory 401 may include high-speed RAM (Random Access Memory) memory, and may also include non-volatile memory, such as at least one disk storage.

[0094] If the memory 401, processor 402, and communication interface 403 are implemented independently, then the communication interface 403, memory 401, and processor 402 can be interconnected via a bus to complete communication between them. The bus can be an ISA (Industry Standard Architecture) bus, a PCI (Peripheral Component Interconnect) bus, or an EISA (Extended Industry Standard Architecture) bus, etc. The bus can be divided into address bus, data bus, control bus, etc. For ease of representation, Figure 4 The bus is represented by a single thick line, but this does not mean that there is only one bus or one type of bus.

[0095] Optionally, in a specific implementation, if the memory 401, processor 402, and communication interface 403 are integrated on a single chip, then the memory 401, processor 402, and communication interface 403 can communicate with each other through an internal interface.

[0096] Processor 402 may be a CPU (Central Processing Unit), an ASIC (Application Specific Integrated Circuit), or one or more integrated circuits configured to implement embodiments of this application.

[0097] This application also provides a computer-readable storage medium storing a computer program thereon, which, when executed by a processor, implements the vehicle steering control method described above.

[0098] This application also provides a computer program product, which, when executed, is used to implement the vehicle steering control method as described in the above embodiments.

[0099] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0100] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, "N" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0101] Any process or method described in the flowchart or otherwise herein can be understood as representing a module, segment, or portion of code comprising one or N executable instructions for implementing custom logic functions or processes, and the scope of the preferred embodiments of this application includes additional implementations in which functions may be performed not in the order shown or discussed, including substantially simultaneously or in reverse order depending on the functions involved, as should be understood by those skilled in the art to which embodiments of this application pertain.

[0102] It should be understood that the various parts of this application can be implemented using hardware, software, firmware, or a combination thereof. In the above embodiments, the N steps or methods can be implemented using software or firmware stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware, as in another embodiment, it can be implemented using any one or more of the following techniques known in the art: discrete logic circuits having logic gates for implementing logical functions on data signals, application-specific integrated circuits (ASICs) having suitable combinational logic gates, programmable gate arrays (FPGAs), field-programmable gate arrays (FPGAs), etc.

[0103] Those skilled in the art will understand that all or part of the steps of the methods in the above embodiments can be implemented by a program instructing related hardware. The program can be stored in a computer-readable storage medium, and when executed, the program includes one or a combination of the steps of the method embodiments.

[0104] Although embodiments of this application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting this application. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of this application.

Claims

1. A vehicle steering control method, characterized in that, Includes the following steps: Acquire the vehicle's current operating data and the user's target steering sensitivity level; The understeer gradient is determined based on the target steering sensitivity level, and the actual steering torque of the vehicle is calculated based on the current operating data and the understeer gradient. The vehicle steering is controlled based on the actual steering torque; The step of calculating the actual steering torque of the vehicle based on the current operating data and the understeer gradient includes: Calculate the vehicle's target yaw rate based on the current operating data and the understeer gradient; Identify the actual yaw rate and accelerator pedal opening in the current operating data; The actual steering torque of the vehicle is calculated based on the actual yaw rate, the target yaw rate, and the accelerator pedal opening.

2. The vehicle steering control method according to claim 1, characterized in that, The formula for calculating the target's yaw rate is: ， in, This refers to the vehicle's wheelbase. For steering wheel angle, The vehicle's current speed. For insufficient steering gradient values, ,in, , , The vehicle's current lateral acceleration. The maximum coefficient of adhesion for the current road surface. The lateral acceleration generated by maximum adhesion. This is the transition point coefficient.

3. The vehicle steering control method according to claim 1, characterized in that, The calculation of the vehicle's actual steering torque based on the actual yaw rate, the target yaw rate, and the accelerator pedal opening includes: Calculate the acceleration torque based on the accelerator pedal opening; Calculate the yaw moment based on the actual yaw rate and the target yaw rate; The actual steering torque of the vehicle is calculated based on the yaw moment and the acceleration torque.

4. The vehicle steering control method according to claim 1, characterized in that, The acquisition of the user's target turning sensitivity level includes: Recognize user interaction actions; The target steering sensitivity level is determined based on the interactive actions.

5. The vehicle steering control method according to claim 1, characterized in that, Controlling the vehicle steering based on the actual steering torque includes: The target output torque for each motor is determined based on the actual steering torque. Each motor is controlled to output a target torque to control the steering of the corresponding wheel.

6. A vehicle steering control device, characterized in that, include: The acquisition module is used to acquire the vehicle's current operating data and the user's target steering sensitivity level; The calculation module is used to determine the understeer gradient based on the target steering sensitivity level, and to calculate the actual steering torque of the vehicle based on the current operating data and the understeer gradient; The control module is used to control the vehicle steering based on the actual steering torque; The computing module is also used for: Calculate the vehicle's target yaw rate based on the current operating data and the understeer gradient; Identify the actual yaw rate and accelerator pedal opening in the current operating data; The actual steering torque of the vehicle is calculated based on the actual yaw rate, the target yaw rate, and the accelerator pedal opening.

7. A vehicle, characterized in that, include: A memory, a processor, and a computer program stored in the memory and executable on the processor, the processor executing the program to implement the vehicle steering control method as described in any one of claims 1-5.

8. A computer-readable storage medium having a computer program stored thereon, characterized in that, The program is executed by the processor to implement the vehicle steering control method as described in any one of claims 1-5.

9. A computer program product, comprising a computer program, characterized in that, When the computer program is executed, it is used to implement the vehicle steering control method according to any one of claims 1-5.

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