A turning assistance control method and device of a vehicle, a vehicle, and a storage medium

Abstract

The application relates to the technical field of new energy vehicles, and specifically discloses a turning auxiliary control method and device for a vehicle, the vehicle and a storage medium. The method comprises the following steps: in the case of starting a turning auxiliary mode, acquiring first state information of the vehicle, and judging whether the turning auxiliary mode is activated based on the first state information; if the turning auxiliary mode is activated, generating control information to control the brake to brake and lock the outside rear wheel, and acquiring target turning vehicle speed information and steering wheel turning angle information; based on the target turning vehicle speed information and the steering wheel turning angle information, determining front and rear axle target torque information of the vehicle; after the front and rear axle target torque information is corrected according to the yaw angular velocity, the front and rear axle target torque information is fed back to front and rear electric drive assemblies of the vehicle to realize turning auxiliary control of the vehicle; second state information of the vehicle is acquired every second time, and it is judged whether the turning auxiliary mode is exited based on the second state information. The turning radius of the method is smaller, the stability of the vehicle during turning is better, and the method can adapt to different road conditions.

Description

Technical Field

[0001] This application relates to the field of new energy vehicle technology, and in particular to a method, device, vehicle, and storage medium for assisting vehicle turning. Background Technology

[0002] As an indispensable means of transportation in people's daily lives, cars inevitably encounter scenarios where U-turns are necessary during driving. Especially in environments with limited space, such as crowded parking lots, narrow rural roads, or jungle crossings, reducing the turning radius of a car can not only significantly improve the convenience of turning and making U-turns, but also enhance driving safety, reduce the risk of collisions with other vehicles or obstacles, and thus provide drivers with a smoother and more efficient driving experience.

[0003] In related technologies, turning control methods reduce the turning radius of a car by controlling one pair of diagonally opposite wheels to turn in opposite directions while keeping the other pair of diagonally opposite wheels stationary. However, this requires the ground adhesion of the unlocked diagonally opposite wheels to overcome the ground friction of the locked diagonally opposite wheels. When implemented on medium to high ground surfaces, this can lead to difficulty in turning the wheels. Another method uses the target torque of the drive motor corresponding to the inner wheel as the feedback torque and the target torque of the drive motor corresponding to the outer wheel as the driving torque during a turn. This allows for a U-turn without changing the turning structure. However, this method is only applicable to vehicles with independent drive motors on both rear wheels or vehicles with independent drive motors on both front and rear wheels. It cannot be applied to vehicles with only one motor driving each axle. Summary of the Invention

[0004] The present invention aims to solve at least one of the technical problems existing in the prior art. To this end, the present invention proposes a method, device, vehicle, and storage medium for cornering assistance control of a vehicle.

[0005] In a first aspect, embodiments of this application provide a vehicle cornering assist control method, comprising:

[0006] In response to the activation command of the cornering assist mode, the vehicle's first status information is obtained at the first interval.

[0007] Determine whether to activate the turning assist mode based on the first state information;

[0008] If activated, control information is generated to control the brakes to lock the outer rear wheel, and target turning speed and steering wheel angle information are obtained;

[0009] Based on the target turning speed information and steering wheel angle information, the target torque information of the front and rear axles of the vehicle is determined;

[0010] After correcting the target torque information of the front and rear axles, the information is fed back to the front and rear electric drive assemblies of the vehicle to achieve vehicle cornering assist control.

[0011] When the vehicle is executing a cornering assist control strategy, the vehicle's second state information is acquired every second time interval, and a decision is made based on the second state information whether to exit the cornering assist mode.

[0012] In some possible implementations, determining whether to activate the turning assist mode based on the first state information includes:

[0013] The first status information includes the current steering wheel angle, vehicle status, and gear information;

[0014] If the vehicle simultaneously meets the following conditions: the current steering wheel angle is greater than or equal to a preset steering angle threshold, the vehicle body is stationary, and the gear information is in forward gear, then the turning assist mode is activated.

[0015] In some possible embodiments, if activated, generating control information to control the brakes to lock the outer rear wheel, and acquiring target turning speed information and steering wheel angle information, includes:

[0016] Obtain the current accelerator pedal opening of the vehicle, and determine the target turning speed information based on the accelerator pedal opening;

[0017] Based on the target turning speed information and steering wheel angle information, the target wheel speed of the front wheels, the target wheel speed of the rear wheels, and the target yaw rate of the vehicle are obtained.

[0018] In some possible embodiments, obtaining the target wheel speed of the front wheels, the target wheel speed of the rear wheels, and the target yaw rate of the vehicle based on the target turning speed information and the steering wheel angle information includes:

[0019] The expression for calculating the target turning speed is: v_drvReq=MAP1(k_Acc);

[0020] The expression for calculating the target wheel speed of the front wheels is: nf_tagt = f(v_drvReq, θ);

[0021] The formula for calculating the target wheel speed of the rear wheel is: nr_tagt=f(v_drvReq, θ);

[0022] The expression for calculating the yaw rate of the vehicle target is: δ_drvReq =MAP2(v_drvReq, θ);

[0023] In the formula, v_drvReq is the target turning speed, k_Acc is the current accelerator pedal opening, and θ is the steering wheel angle.

[0024] In some possible embodiments, determining the target torque information of the front and rear axles of the vehicle based on the target turning speed information and the steering wheel angle information includes:

[0025] Based on the target wheel speeds of the front and rear wheels, the target torque information for the front axle and the rear axle is determined respectively.

[0026] The expression for calculating the target torque of the front axle is: Tf_req1 = PID1(nf_tagt, (n_fi + n_fo) / 2);

[0027] The formula for calculating the target torque of the rear axle is: Tr_req2 = PID2(nr_tagt, n_ri / 2);

[0028] In the formula, nf_tagt is the target wheel speed of the front wheel, nr_tagt is the target wheel speed of the rear wheel, (n_fi+n_fo) / 2 is the average value of the input variables, and n_ri / 2 is half of the input variables.

[0029] In some possible embodiments, the step of correcting the target torque information of the front and rear axles and feeding it back to the front and rear electric drive assemblies of the vehicle to achieve vehicle cornering assist control includes:

[0030] Obtain the actual center-of-gravity vehicle speed, and determine the center-of-gravity vehicle speed correction coefficient based on the current actual center-of-gravity vehicle speed and the target turning vehicle speed;

[0031] Obtain the current yaw rate of the vehicle, and determine the yaw moment correction torque based on the current yaw rate and the target yaw rate of the vehicle body;

[0032] Based on the yaw moment correction torque and the center of gravity speed correction coefficient, the target torque information of the front and rear axles is corrected to obtain the requested torque of the front and rear electric drive assemblies.

[0033] The formula for calculating the center of gravity speed correction coefficient is: K_Vspd = PID3(v_drvReq, v_act);

[0034] The calculation expression for the front axle target torque correction is: Tf_ad1_req = Tf_req*K_Vspd;

[0035] The calculation expression for the target torque correction of the rear axle is: Tr_ad1_req = Tr_req*K_Vspd;

[0036] The formula for calculating the yaw moment correction torque is: ΔT = MAP3(δ_drvReq, δ);

[0037] The formula for calculating the requested torque of the front electric drive assembly is: Tf_ad2_req = Tf_ad1_req - ΔT;

[0038] The formula for calculating the requested torque of the rear electric drive assembly is: Tf_ad2_req=Tf_ad2_req-ΔT;

[0039] In the formula, K_Vspd is the center of gravity speed correction coefficient, δ_drvReq is the target yaw rate of the vehicle body, δ is the current yaw rate of the vehicle body, ΔT is the yaw moment correction torque, and Tf_req1 and Tf_req2 are the target torques of the front and rear axles.

[0040] In some possible embodiments, the step of acquiring the vehicle's second state information every second time interval when the vehicle is executing a cornering assist control strategy, and determining whether to exit the cornering assist mode based on the second state information, includes:

[0041] The second status information includes the actual steering wheel angle, brake pedal status, gear information, and current vehicle speed information;

[0042] If the vehicle meets any of the following conditions: the actual steering wheel angle is less than a preset angle threshold, the brake pedal is in a depressed state, the gear information is switched to a gear other than D, or the current vehicle speed information is greater than a preset speed threshold, then the turning assist mode will be exited.

[0043] Secondly, embodiments of this application provide a vehicle cornering assist control device, comprising:

[0044] The first acquisition module is configured to acquire the first state information of the vehicle every first time when the user turns on the turning assist mode, and determine whether to activate the turning assist mode based on the first state information.

[0045] The braking module is configured to generate control information to control the brakes to lock the outer rear wheel when the vehicle's cornering assist mode is activated.

[0046] The second acquisition module is configured to acquire target turning speed information and steering wheel angle information when the vehicle turning assist mode is activated;

[0047] The determination module is configured to determine the target torque information of the front and rear axles of the vehicle based on the target turning speed information and the steering wheel angle information;

[0048] The correction module is configured to determine the yaw moment correction torque based on the current yaw rate of the vehicle and the target yaw rate of the vehicle body.

[0049] The execution module is configured to correct the target torque information of the front and rear axles and then feed it back to the front and rear electric drive assemblies of the vehicle to realize vehicle cornering assist control.

[0050] The third acquisition module is configured to acquire the vehicle's second state information every second time interval when the vehicle is executing a turning assist control strategy, and determine whether to exit the turning assist mode based on the second state information.

[0051] Thirdly, embodiments of this application provide a vehicle, including:

[0052] processor;

[0053] Memory used to store the processor's executable instructions;

[0054] The processor is configured as follows:

[0055] The steps for implementing the vehicle turning assist control method described in the first aspect embodiment above.

[0056] Fourthly, embodiments of this application provide a computer-readable storage medium storing computer program instructions thereon, characterized in that, when executed by a processor, the program instructions implement the steps of the vehicle turning assistance control method described in the first aspect embodiment above.

[0057] Compared with the prior art, the technical solution provided by the embodiments of the present invention has at least the following beneficial effects or advantages:

[0058] 1) In the vehicle cornering assist control method of this application, when the cornering assist mode is activated, the system controls the brake to lock the outer rear wheel, controls the front drive motor to rotate forward and the rear drive motor to rotate in reverse during the cornering process, and the driver can adjust the speed at the same time. After converting the target vehicle speed information into target torque control information, the system combines the actual vehicle yaw rate and the target yaw rate to correct the target torque of the front and rear axles, so that the rotation center of the vehicle turns closer to the vehicle's center of gravity, reduces the turning radius, improves the vehicle's stability during the cornering process, and can adapt to different road conditions.

[0059] 2) In the vehicle turning assistance control method of this application, by utilizing a dual-motor four-wheel drive system with one motor on each of the front and rear axles, and the motor having the characteristic of being able to change the torque direction without relying on a mechanical transmission mechanism, the outer rear wheel is locked when the vehicle is turning, and at the same time the front and rear motors apply opposite torques, causing the front wheels to rotate forward and the inner rear wheels to rotate in reverse, generating a yaw moment that is conducive to the rotation of the vehicle. Without increasing the system cost, the turning radius of the vehicle when making a U-turn is effectively increased. During the turning process, the speed of the U-turn can be controlled by the accelerator pedal or the manual speed adjustment device, increasing the driver's confidence in the control of the vehicle.

[0060] 3) When controlling the torque of the front and rear motors, the target speed of the front and rear axles is calculated based on the steering wheel angle and the target vehicle speed. The target vehicle speed and yaw rate are used as control targets to dynamically adjust the torque of the front and rear axle drive motors, so that the vehicle can move at a stable speed and yaw rate when turning around, while avoiding the risk of vehicle instability caused by excessive yaw rate.

[0061] Additional aspects and advantages of the invention 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 the invention. Attached Figure Description

[0062] To more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0063] Figure 1 This is a schematic diagram of a front and rear dual-motor four-wheel drive vehicle according to an embodiment of this application;

[0064] Figure 2 This is a flowchart of a vehicle turning assist control method according to an embodiment of this application;

[0065] Figure 3 This is a schematic diagram of a turning assist control method implemented in a front and rear dual-motor four-wheel drive vehicle according to an embodiment of this application;

[0066] Figure 4 This is a data processing flowchart of a vehicle cornering assist control method according to an embodiment of this application;

[0067] Figure 5 This is a block diagram of a vehicle cornering assist control device according to an embodiment of the present invention;

[0068] Figure 6 This is another block diagram of a vehicle cornering assist control device according to an embodiment of the present invention;

[0069] Figure 7 This is a functional block diagram of a vehicle according to an embodiment of the present invention. Detailed Implementation

[0070] The embodiments of the present invention are described in detail below. The embodiments described with reference to the accompanying drawings are exemplary. It should be understood that the specific embodiments described herein are merely illustrative of this application and are not intended to limit this application.

[0071] It should be noted that, unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains. The terminology used herein in the specification of this invention is for the purpose of describing particular embodiments only and is not intended to limit the invention. The term "and / or" as used herein includes any and all combinations of one or more of the associated listed items.

[0072] Currently, there are different methods for steering control of automobiles for different models. In order to further reduce the turning radius of the vehicle and realize its application in more scenarios, the existing two-wheel drive and mechanical four-wheel drive solutions mainly include 1) braking the inner rear wheel and 2) rear wheel follow-steering.

[0073] Regarding 1) braking the inner rear wheel, in one existing method, when the activation conditions for the cornering assist function are met, the vehicle is controlled to enter the activated state of the cornering assist function, and the hydraulic control unit is controlled to apply pressure to the brake cylinder of the inner rear wheel when the vehicle is turning, thereby reducing the turning radius of the vehicle and enabling the vehicle to quickly turn and pass through narrow spaces. However, in this scheme, because the rotation axis of the yaw moment generated by the front and rear drive systems is outside the vehicle body, the vehicle's turning radius is still greater than the distance between the inner rear wheel and the outer front wheel. This scheme can reduce the turning radius to a certain extent, but its turning radius is still limited by the overall vehicle size and steering system characteristics.

[0074] For 2) rear wheel steering, the existing technology adds a steering mechanism to the rear wheel. When the front wheel is detected to be steering, the rear wheel will follow and generate a turning angle in the opposite direction. However, since it is necessary to add a rear wheel steering mechanism, the cost will increase and the reduction rate of the turning radius is comparable to that of the inner rear wheel in scheme 1).

[0075] For dual-motor four-wheel drive vehicles, a certain degree of reduction in turning radius can be achieved by 1) braking the inner rear wheel and 2) rear wheel steering. The reduction in turning radius is comparable to that of traditional two-wheel drive and mechanical four-wheel drive vehicles. However, because drive motors have the advantage of freely controlling torque direction without relying on a transmission mechanism, this advantage can be used to control the front wheels to rotate forward and the inner rear wheel to rotate in reverse during turning, generating a yaw moment to reduce the turning radius. In one existing technical solution, one pair of diagonally opposite wheels is controlled to rotate in opposite directions, while the other pair of diagonally opposite wheels is kept stationary to reduce the vehicle's turning radius. This solution requires the ground adhesion of the unlocked diagonally opposite wheels to overcome the ground friction of the locked diagonally opposite wheels. When implemented on medium-to-high ground surfaces, this presents a problem where the wheels have difficulty rotating.

[0076] For dual-motor four-wheel drive vehicles, another steering scheme uses the target torque of the drive motor corresponding to the inner wheel as the feedback torque and the target torque of the drive motor corresponding to the outer wheel as the driving torque when the vehicle is turning. This allows for U-turns on the spot without changing the steering structure. However, this scheme is only applicable to vehicles with independent drive motors on both rear wheels, or vehicles with independent drive motors on both front and rear wheels. It cannot be applied to vehicles where only one motor drives each axle, which is the focus of this invention.

[0077] Based on this, the inventors propose a vehicle cornering assist control method, device, vehicle, and storage medium. This method, in addition to being applied to four-wheel drive vehicles with dual front and rear motors, can also be applied to other vehicles equipped with independent front and rear axle drive and a rear axle with reverse rotation capability (such as front axle engine drive, rear axle motor drive; front axle dual-motor hub / wheel-side drive, rear axle single-motor drive; front axle single-motor drive, rear axle dual-motor drive; front axle dual-motor hub / wheel-side drive, rear axle dual-motor hub / wheel-side drive). The method brings the vehicle's rotation center closer to its center of gravity during cornering, reducing the cornering radius and improving vehicle stability during cornering, while also adapting to different road conditions.

[0078] The following describes the turning assist control method for the vehicle described in this application in further detail, using a front and rear dual-motor four-wheel drive vehicle as an example. (See attached document.) Figure 1 and Figure 2The front and rear dual-motor four-wheel drive vehicle includes 1-front drive assembly, 2-rear drive assembly, 3-control system, 4-outer rear wheel, 5-outer front wheel, 6-inner front wheel, 7-inner rear wheel, 8-braking system, 9-vehicle speed regulation device, and 1-signal line: 1-front drive assembly can transmit power to 6-inner front wheel and 5-outer front wheel through the left and right half-shafts of the front axle; 2-rear drive assembly can transmit power to 7-inner rear wheel and 4-outer rear wheel through the left and right half-shafts of the rear axle; 3-control system communicates with 1-front drive assembly, 2-rear drive assembly, and 8-braking system via signal line.

[0079] It should be noted that the following embodiments are based on a vehicle that utilizes a dual-motor four-wheel drive system with one motor on each of the front and rear axles, and the motors can achieve torque direction conversion without relying on mechanical transmission mechanisms. When the vehicle turns, the outer rear wheel is locked, and at the same time, the front and rear motors apply opposite torques, causing the front wheels to rotate forward and the inner rear wheels to rotate in reverse, generating a yaw moment that is beneficial to the rotation of the vehicle. Without increasing the system cost, the turning radius of the vehicle when making a U-turn is effectively increased.

[0080] Please see Figures 2 to 4 This embodiment provides a vehicle cornering assist control method, including:

[0081] Step S10: In response to the start command of the cornering assist mode, acquire the first state information of the vehicle at the first time interval;

[0082] In this step, it is understood that the turning assist mode can be controlled through the in-vehicle entertainment system, by physical buttons, or by intelligent driving automatic control. The specific settings can be selectively configured according to actual needs. Taking physical button control as an example, the user turns on the turning assist mode by selecting the switch. After receiving the start command, the turning assist mode responds and collects the first state information of the current vehicle.

[0083] It should be noted that the first time interval can be 0.01ms, 0.1ms, or 1ms. The specific time interval can be selectively set according to actual needs. Of course, the frequency of information collection for some sensors is already set at the factory, which will not be elaborated here. The first state information includes the current steering wheel angle, vehicle status, and gear information. The current steering wheel angle information can be collected by an angle sensor. In this embodiment, the vehicle status is mainly the moving state and the stationary state. The gear information can be distinguished into forward gear and other gear states. The vehicle status can be determined by information collected by a speed sensor. The gear information can be directly read by the vehicle's central control system. The first state information is used as the control condition for activating the cornering assist mode.

[0084] Step S20: Determine whether to activate the turning assist mode based on the first state information;

[0085] In this step, after the turning assist mode is activated, it is necessary to determine whether the turning assist mode is activated. For example, if the first state information collected by the vehicle simultaneously meets the following conditions: the current steering wheel angle is greater than or equal to a preset angle threshold, the vehicle body is stationary, and the gear information is in forward gear, then the turning assist mode is activated. It should be noted that the preset angle threshold can be 540°-720°, preferably with the steering wheel turned all the way. The specific value can be set according to actual needs. The subsequent control steps will only proceed after the turning assist mode is activated. If the first state information does not simultaneously meet the above conditions, the vehicle will continue to collect the corresponding information.

[0086] Understandably, activating the cornering assist mode in this step is preferably used when the vehicle is making a large-angle forward turn from a standstill.

[0087] Step S30: If activated, generate control information to control the brakes to lock the outer rear wheel, and obtain the target turning speed information and steering wheel angle information;

[0088] In this step, once the cornering assist mode is activated, control information is first generated to control the brakes and lock the outer rear wheel. This means that the ECU can generate the corresponding control information and transmit it to the brakes on the outer rear wheel to lock it. The ECU (Electronic Control Unit) is the core component of the vehicle's electronic system, responsible for managing and coordinating various functions such as engine control, vehicle stability, and safety systems. It collects data through sensors and processes information in real time. The specific principles of information processing and transmission will not be elaborated upon here.

[0089] In one example, combining Figure 2 and Figure 3 As shown, for the acquisition of target turning speed information and steering wheel angle information, the turning assist mode corresponds to the system detecting that after the user releases the brake pedal, the user can control the target turning speed through the speed adjustment device; the speed adjustment device can be the accelerator pedal or a manual speed adjustment device, which can be selectively set according to the relevant components of the actual vehicle. Taking the accelerator pedal as an example, the current accelerator pedal opening can be obtained, and the target turning speed information can be determined based on the accelerator pedal opening. The determination process can be carried out by looking up a preset mapping table after collecting the accelerator pedal opening to obtain the target turning speed information.

[0090] Once the target turning speed information is obtained, the target wheel speeds of the front and rear wheels, as well as the target yaw rate, can be calculated by combining the steering wheel angle information. It should be noted that the specific calculation process for obtaining the target wheel speeds of the front and rear wheels and the target yaw rate based on the target turning speed and steering wheel angle information includes:

[0091] The expression for calculating the target turning speed is: v_drvReq=MAP1(k_Acc);

[0092] The expression for calculating the target wheel speed of the front wheels is: nf_tagt = f(v_drvReq, θ);

[0093] The formula for calculating the target wheel speed of the rear wheel is: nr_tagt=f(v_drvReq, θ);

[0094] The expression for calculating the yaw rate of the vehicle target is: δ_drvReq =MAP2(v_drvReq, θ);

[0095] In the formula, v_drvReq is the target turning speed, k_Acc is the current accelerator pedal opening, and θ is the steering wheel angle.

[0096] In existing methods for controlling large-angle turns, such as when making a large U-turn, the original driving force direction is not changed. The vehicle's steering center is only braked on the inner rear wheel to prevent it from turning. This results in the steering center being closer to the inner rear wheel than the original Ackermann steering center. Because no yaw moment is generated vertically around the vehicle's center of gravity, the steering center remains outside the vehicle body, limiting the reduction in turning radius. Furthermore, the problem of vehicle stability being compromised by acceleration during large-angle turns remains unresolved. Therefore, speed cannot be controlled during the turn; the driver cannot accelerate and must rely on the vehicle's preset speed for the U-turn. In this new method, the speed of the U-turn can be controlled via the accelerator pedal or a manual speed adjustment device, increasing the driver's control over the vehicle.

[0097] Step S40: Based on the target turning speed information and steering wheel angle information, determine the target torque information of the front and rear axles of the vehicle;

[0098] In this step, to achieve precise control of wheel speed, the target torque information for the front and rear axles is determined based on the target turning speed and steering wheel angle information. This includes determining the target torque information for the front and rear axles separately based on the target wheel speeds of the front and rear wheels.

[0099] The expression for calculating the target torque of the front axle is: Tf_req1 = PID1(nf_tagt, (n_fi + n_fo) / 2);

[0100] The formula for calculating the target torque of the rear axle is: Tr_req2 = PID2(nr_tagt, n_ri / 2);

[0101] In the formula, nf_tagt is the target wheel speed of the front wheel, nr_tagt is the target wheel speed of the rear wheel, (n_fi+n_fo) / 2 is the average value of the input variables, and n_ri / 2 is half of the input variables.

[0102] It is understandable that the target turning speed and steering wheel angle information are calculated and converted into control information for the front axle target torque and rear axle target torque in the vehicle's central control processor through the above expression. Of course, it is also understandable that the target turning speed, front wheel target speed, rear wheel target speed, and vehicle body target yaw rate can be processed by multiple PID modules.

[0103] Step S50: After correcting the target torque information of the front and rear axles, the information is fed back to the front and rear electric drive assemblies of the vehicle to realize vehicle cornering assist control.

[0104] In this step, before correcting the target torque information of the front and rear axles, the actual center of gravity speed is obtained, and the center of gravity speed correction coefficient is determined based on the current actual center of gravity speed and the target turning speed.

[0105] Obtain the current yaw rate of the vehicle, and determine the yaw moment correction torque based on the current yaw rate and the target yaw rate of the vehicle body;

[0106] Based on the yaw moment correction torque and the center of gravity speed correction coefficient, the target torque information of the front and rear axles is corrected to obtain the requested torque of the front and rear electric drive assemblies.

[0107] The formula for calculating the center of gravity speed correction coefficient is: K_Vspd = PID3(v_drvReq, v_act);

[0108] The calculation expression for the front axle target torque correction is: Tf_ad1_req = Tf_req*K_Vspd;

[0109] The calculation expression for the target torque correction of the rear axle is: Tr_ad1_req = Tr_req*K_Vspd;

[0110] The formula for calculating the yaw moment correction torque is: ΔT = MAP3(δ_drvReq, δ);

[0111] The formula for calculating the requested torque of the front electric drive assembly is: Tf_ad2_req = Tf_ad1_req - ΔT;

[0112] The formula for calculating the requested torque of the rear electric drive assembly is: Tf_ad2_req=Tf_ad2_req-ΔT;

[0113] In the formula, K_Vspd is the center of gravity speed correction coefficient, δ_drvReq is the target yaw rate of the vehicle body, δ is the current yaw rate of the vehicle body, ΔT is the yaw moment correction torque, and Tf_req1 and Tf_req2 are the target torques of the front and rear axles.

[0114] It should be noted that during the correction process, the vehicle's longitudinal speed Vy, lateral speed Vx, yaw rate δ, and actual wheel speed signals of each wheel can also be obtained through sensors: inner front wheel speed n_fi, outer front wheel speed n_fo, inner rear wheel speed n_ri, and outer rear wheel speed n_ro. Based on the actual outer front wheel speed n_fo and the actual inner rear wheel speed n_ri, the target speeds of the outer front wheel, inner front wheel, and inner rear wheel are corrected to achieve control accuracy, thereby ensuring that the vehicle's radius is minimized when turning at large angles.

[0115] It should also be noted that, for the target maximum yaw rate, the corresponding mapping table can be looked up by obtaining the actual vehicle speed of the center of gravity to obtain the target maximum yaw rate. The yaw correction torque can then be obtained by combining the target maximum yaw rate and the ESP yaw rate with the corresponding mapping table.

[0116] Step S60: When the vehicle is executing the turning assist control strategy, the second state information of the vehicle is acquired every second time interval, and the turning assist mode is exited based on the second state information.

[0117] In this step, the second state information includes the actual steering wheel angle, brake pedal status, gear information, and current vehicle speed information. If the vehicle meets any of the following conditions: the actual steering wheel angle is less than a preset angle threshold, the brake pedal is in the depressed state, the gear information is switched to a non-D gear, or the current vehicle speed information is greater than a preset speed threshold, then the turning assist mode is exited.

[0118] Understandably, the second time interval can be 0.01ms, 0.1ms, or 1ms. Acquiring the vehicle's second state information assumes the vehicle has already implemented a cornering assist control strategy. The preset turning angle threshold can be 540°-720°, which can be selectively set according to actual needs. The brake pedal must be depressed, meaning the driver is braking. The preset vehicle speed threshold can be 10km / h, 20km / h, or 50km / h, again selectable based on actual requirements. When any of these conditions are met, the vehicle's central control system generates control information to exit cornering assist mode.

[0119] It should be noted that in the vehicle cornering assist control method steps of this embodiment, when the cornering assist mode is activated, the system controls the brakes to lock the outer rear wheel, controls the front drive motor to rotate forward and the rear drive motor to rotate in reverse during the cornering process, and the driver can adjust the speed at the same time. After converting the target vehicle speed information into target torque control information, the target torque of the front and rear axles is corrected by combining the actual vehicle yaw rate and the target yaw rate, so that the rotation center of the vehicle turns closer to the vehicle's center of gravity, reducing the turning radius, improving the vehicle's stability during the cornering process, and adapting to different road conditions.

[0120] Meanwhile, by utilizing a dual-motor four-wheel drive system with one motor on each of the front and rear axles, and the fact that the motors can achieve torque direction conversion without relying on mechanical transmission mechanisms, the outer rear wheel is locked when the vehicle is turning. At the same time, the front and rear motors apply opposite torques, causing the front wheels to rotate forward and the inner rear wheels to rotate in the opposite direction, generating a yaw moment that is beneficial to the vehicle's rotation. This effectively increases the turning radius of the vehicle when making a U-turn without increasing system costs. During the turning process, the speed of the U-turn can be controlled by the accelerator pedal or the manual speed adjustment device, increasing the driver's confidence in controlling the vehicle.

[0121] Furthermore, during the torque control of the front and rear motors, the target speeds of the front and rear axles are calculated based on the steering wheel angle and the target vehicle speed. The target vehicle speed and yaw rate are used as control targets to dynamically adjust the torque of the front and rear axle drive motors, so that the vehicle can move at a stable speed and yaw rate when making a U-turn, while avoiding the risk of vehicle instability caused by excessive yaw rate.

[0122] Please see Figure 5 , Figure 5 This application illustrates a vehicle cornering assist control device 200, which includes:

[0123] The first acquisition module 210 is configured to acquire the first state information of the vehicle every first time when the user turns on the turning assist mode, and determine whether to activate the turning assist mode based on the first state information.

[0124] Braking module 220 is configured to generate control information to control the brakes to lock the outer rear wheel when the vehicle cornering assist mode is activated;

[0125] The second acquisition module 230 is configured to acquire target turning speed information and steering wheel angle information when the vehicle turning assist mode is activated;

[0126] The determination module 240 is configured to determine the target torque information of the front and rear axles of the vehicle based on the target turning speed information and the steering wheel angle information.

[0127] The correction module 250 is configured to determine the yaw moment correction torque based on the current yaw rate of the vehicle and the target yaw rate of the vehicle body.

[0128] The execution module 260 is configured to correct the target torque information of the front and rear axles and then feed it back to the front and rear electric drive assemblies of the vehicle to realize vehicle cornering assist control.

[0129] The third acquisition module 270 is configured to acquire the second state information of the vehicle every second time interval when the vehicle is executing the turning assist control strategy, and determine whether to exit the turning assist mode based on the second state information.

[0130] It should be noted that when the cornering assist mode is activated, the modules of the aforementioned vehicle cornering assist control device 200 brake and lock the outer rear wheel through system control brakes. During the cornering process, the front drive motor is controlled to rotate forward and the rear drive motor is controlled to rotate in reverse. At the same time, the driver can adjust the speed. After converting the target vehicle speed information into target torque control information, the target torque of the front and rear axles is corrected by combining the actual vehicle yaw rate and the target yaw rate. This makes the rotation center of the vehicle move closer to the vehicle's center of gravity, reducing the turning radius and improving vehicle stability during the cornering process. It can also adapt to different road conditions.

[0131] Furthermore, by utilizing a dual-motor four-wheel drive system with one motor on each of the front and rear axles, and with the characteristic that the motors can achieve torque direction conversion without relying on mechanical transmission mechanisms, the outer rear wheel is locked when the vehicle is turning. At the same time, the front and rear motors apply opposite torques, causing the front wheels to rotate forward and the inner rear wheels to rotate in reverse, generating a yaw moment that is beneficial to the vehicle's rotation. Without increasing system costs, this effectively increases the turning radius of the vehicle when making a U-turn. During the turning process, the speed of the U-turn can be controlled by the accelerator pedal or the manual speed adjustment device, increasing the driver's confidence in controlling the vehicle.

[0132] Please see Figure 6 In one example, the implementation of a vehicle's cornering assist control device may further include:

[0133] The vehicle state perception module C1 is configured to acquire the vehicle's longitudinal speed Vy, lateral speed Vx, yaw rate δ, and wheel speed signals of each wheel through sensors: inner front wheel speed n_fi, outer front wheel speed n_fo, inner rear wheel speed n_ri, and outer rear wheel speed n_ro.

[0134] The vehicle target motion attitude calculation module C2 is configured to first parse the driver's turning speed requirement v_drvReq based on the accelerator pedal opening k_Acc, and then calculate the front wheel target wheel speed nf_tagt, the rear wheel target wheel speed nr_tagt, and the vehicle body target yaw rate δ_drvReq based on the target turning speed v_drvReq and the steering wheel angle θ.

[0135] The expression for calculating the target turning speed is: v_drvReq=MAP1(k_Acc);

[0136] The expression for calculating the target wheel speed of the front wheels is: nf_tagt = f1(v_drvReq, θ);

[0137] The formula for calculating the target wheel speed of the rear wheel is: nr_tagt=f2(v_drvReq, θ);

[0138] The expression for calculating the yaw rate of the vehicle target is: δ_drvReq =MAP2(v_drvReq, θ);

[0139] In the formula, v_drvReq is the target turning speed, k_Acc is the current accelerator pedal opening, and θ is the steering wheel angle.

[0140] The front and rear axle target torque calculation module C3 is configured to calculate the front axle target torque Tf_req and the rear axle target torque Tr_req based on the front wheel target speed nf_tagt and the rear wheel target speed nr_tagt, respectively.

[0141] The calculation expression for the target torque of the front axle is: Tf_req1 = PID1(nf_tagt, (n_fi + n_fo) / 2);

[0142] The formula for calculating the target torque of the rear axle is: Tr_req2 = PID2(nr_tagt, n_ri / 2);

[0143] In the formula, nf_tagt is the target wheel speed of the front wheel, nr_tagt is the target wheel speed of the rear wheel, (n_fi+n_fo) / 2 is the average value of the input variables, and n_ri / 2 is half of the input variables.

[0144] The yaw moment correction module C4 is configured to achieve stability of the target yaw rate during vehicle cornering. Based on the target yaw rate δ_drvReq calculated by the vehicle target motion attitude calculation module C2 and the actual vehicle body yaw rate δ obtained by the vehicle perception module C1, it calculates a yaw moment correction torque ΔT. This torque is then used to correct the target torques of the front and rear axles, resulting in the corrected front and rear motor request torques Tf_ad_req and Tf_ad_req, which are then used as output signals to request execution by the front and rear motors.

[0145] The formula for calculating the yaw moment correction torque is: ΔT = MAP3(δ_drvReq, δ);

[0146] The formula for calculating the requested torque of the front electric drive assembly is: Tf_ad_req = Tf_req1 - ΔT;

[0147] The formula for calculating the requested torque of the rear electric drive assembly is: Tf_ad_req = Tf_req² - ΔT;

[0148] In the formula, δ_drvReq is the target yaw rate of the vehicle body, δ is the current yaw rate of the vehicle body, ΔT is the yaw moment correction torque, and Tf_req1 and Tf_req2 are the target torques of the front and rear axles.

[0149] It is understood that the technical effects achieved by the vehicle cornering assist control device provided in this embodiment can be found in [reference needed]. Figure 5 The technical effects achieved by the corresponding embodiments will not be elaborated here.

[0150] Please see Figure 7 This embodiment provides a vehicle 600, which may include various subsystems, such as an infotainment system 610, a perception system 620, a decision control system 630, a drive system 640, and a computing platform 650. Optionally, the vehicle 600 may include more or fewer subsystems, and each subsystem may include multiple components. Furthermore, each subsystem and component of the vehicle 600 can be interconnected via wired or wireless means.

[0151] In some embodiments, the infotainment system 610 may include a communication system 611, an entertainment system 612, and a navigation system 613.

[0152] Communication system 611 may include a wireless communication system that can communicate wirelessly with one or more devices, either directly or via a communication network. For example, the wireless communication system may use 3G cellular communication, such as CDMA, EVDO, GSM / GPRS, or 4G cellular communication, such as LTE, or 5G cellular communication. The wireless communication system may utilize WiFi or a wireless local area network (WLAN) to communicate. In some embodiments, the wireless communication system may utilize an infrared link, Bluetooth, or ZigBee to communicate directly with devices. Other wireless protocols, such as various vehicle communication systems, may also be used. For example, the wireless communication system may include one or more dedicated short-range communications (DSRC) devices that can enable public and / or private data communication between vehicles and / or roadside stations.

[0153] The entertainment system 612 may include a display device, a microphone, and speakers, allowing users to listen to the radio and play music in the vehicle; or connect their mobile phones to the vehicle and project their screens onto the display device, which may be touch-sensitive, allowing users to operate the system by touching the screen.

[0154] In some cases, the user's voice signal can be acquired through a microphone, and based on the analysis of the voice signal, the user can control certain aspects of the vehicle 600, such as adjusting the interior temperature. In other cases, music can be played to the user through the audio system.

[0155] The navigation system 613 may include map services provided by a map provider to provide navigation for the vehicle 600. The navigation system 613 can be used in conjunction with the vehicle's global positioning system 621 and inertial measurement unit 622. The map services provided by the map provider can be two-dimensional maps or high-precision maps.

[0156] The perception system 620 may include several sensors for sensing information about the environment surrounding the vehicle 600. For example, the perception system 620 may include a global positioning system 621 (which may be GPS, BeiDou, or other positioning systems), an inertial measurement unit (IMU) 622, a lidar 623, a millimeter-wave radar 624, an ultrasonic radar 625, and a camera device 626. The perception system 620 may also include sensors for the internal systems of the monitored vehicle 600 (e.g., an in-vehicle air quality monitor, fuel gauge, oil temperature gauge, etc.). Sensor data from one or more of these sensors can be used to detect objects and their corresponding characteristics (position, shape, orientation, speed, etc.). This detection and identification is a critical function for the safe operation of the vehicle 600.

[0157] The Global Positioning System 621 is used to estimate the geographical location of vehicle 600.

[0158] The inertial measurement unit 622 is used to sense changes in the pose of the vehicle 600 based on inertial acceleration. In some embodiments, the inertial measurement unit 622 may be a combination of an accelerometer and a gyroscope.

[0159] The lidar 623 uses lasers to sense objects in the environment in which the vehicle 600 is located. In some embodiments, the lidar 623 may include one or more laser sources, a laser scanner, and one or more detectors, as well as other system components.

[0160] The millimeter-wave radar 624 uses radio signals to sense objects in the surrounding environment of the vehicle 600. In some embodiments, in addition to sensing objects, the millimeter-wave radar 624 can also be used to sense the speed and / or direction of travel of objects.

[0161] The ultrasonic radar 625 can use ultrasonic signals to sense objects around the vehicle 600.

[0162] The camera device 626 is used to capture image information of the surrounding environment of the vehicle 600. The camera device 626 may include a monocular camera, a binocular camera, a structured light camera, and a panoramic camera, etc. The image information acquired by the camera device 626 may include still images or video stream information.

[0163] The decision control system 630 includes a computing system 631 that analyzes and makes decisions based on information acquired by the sensing system 620. The decision control system 630 also includes a vehicle controller 632 that controls the power system of the vehicle 600, as well as a turning system 633, a throttle 634, and a braking system 635 for controlling the vehicle 600.

[0164] The computing system 631 is operable to process and analyze various information acquired by the perception system 620 to identify targets, objects, and / or features in the environment surrounding the vehicle 600. Targets may include pedestrians or animals, and objects and / or features may include traffic signals, road boundaries, and obstacles. The computing system 631 may use object recognition algorithms, Structure from Motion (SFM) algorithms, video tracking, and other techniques. In some embodiments, the computing system 631 may be used to map the environment, track objects, estimate object speeds, etc. The computing system 631 can analyze the acquired information and derive a control strategy for the vehicle.

[0165] The vehicle controller 632 can be used to coordinate the control of the vehicle's power battery and engine 641 to improve the power performance of the vehicle 600.

[0166] The turning system 633 is operable to adjust the forward direction of the vehicle 600. For example, in one embodiment, it can be a steering wheel system.

[0167] Throttle 634 is used to control the operating speed of engine 641 and thus the speed of vehicle 600.

[0168] Braking system 635 is used to control the deceleration of vehicle 600. Braking system 635 can use friction to slow down wheel 644. In some embodiments, braking system 635 can convert the kinetic energy of wheel 644 into electric current. Braking system 635 may also take other forms to slow down the rotational speed of wheel 644 to control the speed of vehicle 600.

[0169] The drive system 640 may include components that provide powered motion to the vehicle 600. In one embodiment, the drive system 640 may include an engine 641, an energy source 642, a transmission system 643, and wheels 644. The engine 641 may be an electric motor or other type of engine combination, and the engine 641 converts the energy source 642 into mechanical energy.

[0170] Examples of energy sources 642 include solar panels, batteries, and other sources of electricity. Energy source 642 can also provide power to other systems of vehicle 600.

[0171] The drivetrain 643 can transmit mechanical power from the engine 641 to the wheels 644. In one embodiment, the drivetrain 643 may also include other components, such as a clutch. The drive shaft may include one or more shafts that can be coupled to one or more wheels 644.

[0172] Some or all of the functions of vehicle 600 are controlled by computing platform 650. Computing platform 650 may include at least one processor 651, which can execute instructions 653 stored in a non-transitory computer-readable medium such as memory 652. In some embodiments, computing platform 650 may also be multiple computing devices that control individual components or subsystems of vehicle 600 in a distributed manner.

[0173] Processor 651 can be any conventional processor, such as a commercially available CPU. Alternatively, processor 651 may also include a graphics processing unit (GPU), a field-programmable gate array (FPGA), a system-on-a-chip (SoC), an application-specific integrated circuit (ASIC), or a combination thereof. Although Figure 7 The illustrations functionally depict a processor, memory, and other components of a computer within the same block; however, those skilled in the art will understand that the processor, computer, or memory may actually include multiple processors, computers, or memories that may or may not be housed in the same physical enclosure. For example, memory may be a hard disk drive or other storage media located in an enclosure different from that of the computer. Therefore, references to a processor or computer will be understood to include references to a collection of processors or computers or memories that may or may not operate in parallel. Unlike using a single processor to perform the steps described herein, some components, such as turning and deceleration components, may each have their own processor, which performs calculations only relevant to the component's specific function.

[0174] In this embodiment of the disclosure, the processor 651 can execute the steps of the vehicle cornering assist control method in the above embodiments.

[0175] In all aspects described herein, processor 651 may be located remotely from the vehicle and communicate wirelessly with the vehicle. In other aspects, some of the processes described herein are executed on a processor located within the vehicle, while others are executed by a remote processor, including taking the necessary steps to perform a single operation.

[0176] In some embodiments, memory 652 may contain instructions 653 (e.g., program logic) that can be executed by processor 651 to perform various functions of vehicle 600. Memory 652 may also contain additional instructions, including instructions for sending data to, receiving data from, interacting with, and / or controlling one or more of the infotainment system 610, perception system 620, decision control system 630, and drive system 640.

[0177] In addition to instruction 653, memory 652 may also store data such as road maps, route information, vehicle position, direction, speed, and other vehicle data, as well as other information. This information can be used by vehicle 600 and computing platform 650 during operation of vehicle 600 in autonomous, semi-autonomous, and / or manual modes.

[0178] The computing platform 650 can control the functions of the vehicle 600 based on inputs received from various subsystems, such as the drive system 640, the perception system 620, and the decision control system 630. For example, the computing platform 650 can utilize inputs from the decision control system 630 to control the turning system 633 to avoid obstacles detected by the perception system 620. In some embodiments, the computing platform 650 is operable to provide control over many aspects of the vehicle 600 and its subsystems.

[0179] Optionally, one or more of these components may be installed separately from or associated with the vehicle 600. For example, the memory 652 may exist partially or completely separately from the vehicle 600. The components may be communicatively coupled together in a wired and / or wireless manner.

[0180] Optionally, the components described above are merely examples. In actual applications, components in each of the above modules may be added or removed as needed. Figure 7 This should not be construed as a limitation on the embodiments disclosed herein.

[0181] Optionally, vehicle 600 or its associated perception and computing devices (e.g., computing system 631, computing platform 650) can predict the behavior of the identified objects based on the characteristics of the identified objects and the state of the surrounding environment (e.g., traffic, rain, ice on the road, etc.). Optionally, each identified object depends on the behavior of the others, so all identified objects can be considered together to predict the behavior of a single identified object. Vehicle 600 can adjust its speed based on the predicted behavior of the identified objects. In other words, the autonomous vehicle can determine what steady state the vehicle needs to adjust to (e.g., accelerate, decelerate, or stop) based on the predicted behavior of the objects. In this process, other factors can also be considered in determining the speed of vehicle 600, such as the lateral position of vehicle 600 in the road, the curvature of the road, the proximity of static and dynamic objects, etc.

[0182] In addition to providing instructions to adjust the speed of the autonomous vehicle, the computing device can also provide instructions to modify the turning angle of the vehicle 600 so that the autonomous vehicle follows a given trajectory and / or maintains a safe lateral and longitudinal distance from objects near the autonomous vehicle (e.g., vehicles in adjacent lanes on the road).

[0183] The aforementioned vehicle 600 can be a different model of pure electric vehicle, and this disclosure does not impose any particular limitation.

[0184] In another exemplary embodiment, a computer program product is also provided, the computer program product comprising a computer program executable by a programmable device, the computer program having a code portion for performing the above-described vehicle cornering assist control method when executed by the programmable device.

[0185] Example 4

[0186] Based on the same inventive concept, this application also provides a computer-readable storage medium storing computer program instructions thereon, which, when executed by a processor, implement the steps of the vehicle turning assistance control method provided in the above embodiments.

[0187] The terms "first," "second," "third," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish different objects and not to describe a particular order. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion. For example, it may include a series of steps or units, or optionally, steps or units not listed, or other steps or units inherent to these processes, methods, products, or devices.

[0188] The accompanying drawings show only the portions relevant to this application, not all of them. Before discussing exemplary embodiments in more detail, it should be noted that some exemplary embodiments are described as processes or methods depicted as flowcharts. Although the flowcharts describe operations (or steps) as sequential processes, many of these operations may be performed in parallel, concurrently, or simultaneously. Furthermore, the order of the operations may be rearranged. The process may be terminated when its operation is completed, but may also have additional steps not included in the drawings. The process may correspond to a method, function, procedure, subroutine, subprogram, etc.

[0189] The terms “component,” “module,” “system,” “unit,” etc., used in this specification are used to refer to computer-related entities, hardware, firmware, combinations of hardware and software, software, or software in execution. For example, a unit can be, but is not limited to, a process running on a processor, a processor, an object, an executable file, a thread of execution, a program, and / or distributed between two or more computers. Furthermore, these units can be executed from various computer-readable media on which various data structures are stored. Units can communicate, for example, via local and / or remote processes based on signals having one or more data packets (e.g., data from a second unit interacting with another unit between a local system, a distributed system, and / or a network; for example, the Internet interacting with other systems via signals).

[0190] In the description of this specification, references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example.

[0191] Obviously, the described embodiments are only a part of the embodiments of this application, and not all of the embodiments. The reference to "embodiment" herein means that a specific feature, structure, or characteristic described in connection with an embodiment can be included in at least one embodiment of this application. The appearance of this phrase in various places in the specification does not necessarily indicate the same embodiment, nor is it an independent or alternative embodiment mutually exclusive with other embodiments. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described herein can be combined with other embodiments. All other embodiments obtained by those skilled in the art based on the embodiments of this application without inventive effort are within the scope of protection of this application.

[0192] Although embodiments of the invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A method for assisting vehicle cornering control, characterized in that, include: In response to the activation command of the cornering assist mode, the vehicle's first status information is obtained at the first interval. Determine whether to activate the turning assist mode based on the first state information; If activated, control information is generated to control the brakes to lock the outer rear wheel, and target turning speed and steering wheel angle information are obtained; Based on the target turning speed information and steering wheel angle information, the target torque information of the front and rear axles of the vehicle is determined; After correcting the target torque information of the front and rear axles, the information is fed back to the front and rear electric drive assemblies of the vehicle to achieve vehicle cornering assist control, including: Obtain the actual center-of-gravity vehicle speed, and determine the center-of-gravity vehicle speed correction coefficient based on the current actual center-of-gravity vehicle speed and the target turning speed; Obtain the current yaw rate of the vehicle, and determine the yaw moment correction torque based on the current yaw rate and the target yaw rate of the vehicle body; Based on the yaw moment correction torque and the center of gravity speed correction coefficient, the target torque information of the front and rear axles is corrected to obtain the requested torque of the front and rear electric drive assemblies. The formula for calculating the center of gravity speed correction coefficient is: K_Vspd = PID3(v_drvReq, v_act); The calculation expression for the front axle target torque correction is: Tf_ad1_req = Tf_req1*K_Vspd; The calculation expression for the target torque correction of the rear axle is: Tr_ad1_req = Tr_req2*K_Vspd; The formula for calculating the yaw moment correction torque is: ΔT = MAP3(δ_drvReq, δ); The formula for calculating the requested torque of the front electric drive assembly is: Tf_ad2_req = Tf_ad1_req - ΔT; The formula for calculating the requested torque of the rear electric drive assembly is: Tr_ad2_req=Tr_ad1_req-ΔT; In the formula, K_Vspd is the center of gravity speed correction coefficient, δ_drvReq is the target yaw rate of the vehicle body, δ is the current yaw rate of the vehicle body, ΔT is the yaw moment correction torque, and Tf_req1 and Tr_req2 are the target torques of the front and rear axles. When the vehicle is executing a cornering assist control strategy, the vehicle's second state information is acquired every second time interval, and a decision is made based on the second state information whether to exit the cornering assist mode.

2. The vehicle turning assist control method according to claim 1, characterized in that, The step of determining whether to activate the turning assist mode based on the first state information includes: The first status information includes the current steering wheel angle, vehicle status, and gear information; If the vehicle simultaneously meets the following conditions: the current steering wheel angle is greater than or equal to a preset steering angle threshold, the vehicle body is stationary, and the gear information is in forward gear, then the turning assist mode is activated.

3. The vehicle turning assist control method according to claim 1, characterized in that, If activated, the system generates control information to control the brakes to lock the outer rear wheel, and acquires target turning speed information and steering wheel angle information, including: Obtain the current accelerator pedal opening of the vehicle, and determine the target turning speed information based on the accelerator pedal opening; Based on the target turning speed information and steering wheel angle information, the target wheel speed of the front wheels, the target wheel speed of the rear wheels, and the target yaw rate of the vehicle are obtained.

4. The vehicle turning assist control method according to claim 3, characterized in that, The step of obtaining the target wheel speed of the front wheels, the target wheel speed of the rear wheels, and the target yaw rate of the vehicle based on the target turning speed information and the steering wheel angle information includes: The expression for calculating the target turning speed is: v_drvReq=MAP1(k_Acc); The expression for calculating the target wheel speed of the front wheels is: nf_tagt = f1(v_drvReq, θ); The formula for calculating the target wheel speed of the rear wheel is: nr_tagt=f2(v_drvReq, θ); The expression for calculating the yaw rate of the vehicle target is: δ_drvReq =MAP2(v_drvReq, θ); In the formula, v_drvReq is the target turning speed, k_Acc is the current accelerator pedal opening, and θ is the steering wheel angle.

5. A vehicle cornering assist control method according to any one of claims 1-4, characterized in that, The step of determining the target torque information of the front and rear axles of the vehicle based on the target turning speed information and steering wheel angle information includes: Based on the target wheel speeds of the front and rear wheels, the target torque information for the front axle and the rear axle is determined respectively. The expression for calculating the target torque of the front axle is: Tf_req1 = PID1(nf_tagt, (n_fi + n_fo) / 2); The formula for calculating the target torque of the rear axle is: Tr_req2 = PID2(nr_tagt, n_ri / 2); In the formula, nf_tagt is the target wheel speed of the front wheel, nr_tagt is the target wheel speed of the rear wheel, (n_fi+n_fo) / 2 is the average value of the input variables, n_fi is the speed of the inner front wheel, n_fo is the speed of the outer front wheel, n_ri / 2 is half of the input variables, and n_ri is the actual speed of the inner rear wheel.

6. The vehicle turning assist control method according to claim 1, characterized in that, When the vehicle is executing a cornering assist control strategy, acquiring the vehicle's second state information every second time interval, and determining whether to exit the cornering assist mode based on the second state information, includes: The second status information includes the actual steering wheel angle, brake pedal status, gear information, and current vehicle speed information; If the vehicle meets any of the following conditions: the actual steering wheel angle is less than a preset angle threshold, the brake pedal is in a depressed state, the gear information is switched to a gear other than D, or the current vehicle speed information is greater than a preset speed threshold, then the turning assist mode will be exited.

7. A turning assist control device for a vehicle, characterized in that, include: The first acquisition module is configured to acquire the first state information of the vehicle every first time when the user turns on the turning assist mode, and determine whether to activate the turning assist mode based on the first state information. The braking module is configured to generate control information to control the brakes to lock the outer rear wheel when the vehicle's cornering assist mode is activated. The second acquisition module is configured to acquire target turning speed information and steering wheel angle information when the vehicle turning assist mode is activated; The determination module is configured to determine the target torque information of the front and rear axles of the vehicle based on the target turning speed information and the steering wheel angle information; The correction module is configured to determine the yaw moment correction torque based on the current yaw rate of the vehicle and the target yaw rate of the vehicle body. The execution module is configured to correct the target torque information of the front and rear axles and then feed it back to the front and rear electric drive assemblies of the vehicle to achieve vehicle cornering assist control, including: Obtain the actual center-of-gravity vehicle speed, and determine the center-of-gravity vehicle speed correction coefficient based on the current actual center-of-gravity vehicle speed and the target turning speed; Obtain the current yaw rate of the vehicle, and determine the yaw moment correction torque based on the current yaw rate and the target yaw rate of the vehicle body; Based on the yaw moment correction torque and the center of gravity speed correction coefficient, the target torque information of the front and rear axles is corrected to obtain the requested torque of the front and rear electric drive assemblies. The formula for calculating the center of gravity speed correction coefficient is: K_Vspd = PID3(v_drvReq, v_act); The calculation expression for the front axle target torque correction is: Tf_ad1_req = Tf_req1*K_Vspd; The calculation expression for the target torque correction of the rear axle is: Tr_ad1_req = Tr_req2*K_Vspd; The formula for calculating the yaw moment correction torque is: ΔT = MAP3(δ_drvReq, δ); The formula for calculating the requested torque of the front electric drive assembly is: Tf_ad2_req = Tf_ad1_req - ΔT; The formula for calculating the requested torque of the rear electric drive assembly is: Tr_ad2_req=Tr_ad1_req-ΔT; In the formula, K_Vspd is the center of gravity speed correction coefficient, δ_drvReq is the target yaw rate of the vehicle body, δ is the current yaw rate of the vehicle body, ΔT is the yaw moment correction torque, and Tf_req1 and Tr_req2 are the target torques of the front and rear axles. The third acquisition module is configured to acquire the vehicle's second state information every second time interval when the vehicle is executing a turning assist control strategy, and determine whether to exit the turning assist mode based on the second state information.

8. A vehicle, characterized in that, include: processor; Memory used to store the processor's executable instructions; The processor is configured as follows: The steps of implementing the vehicle turning assist control method according to any one of claims 1 to 6.

9. A computer-readable storage medium having computer program instructions stored thereon, characterized in that, When executed by the processor, the program instructions implement the steps of the vehicle turning assist control method according to any one of claims 1 to 6.

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