Vehicle auxiliary steering control method and device, controller, vehicle and medium

Abstract

The invention relates to the technical field of vehicle steering, in particular to a vehicle auxiliary steering control method and device, a controller, a vehicle and a medium. The method comprises the steps that when a vehicle meets a preset auxiliary steering condition, the vehicle is controlled to execute auxiliary steering operation; the auxiliary steering operation comprises the steps that the braking force of an inner front wheel is adjusted; and the two rear wheels are controlled to slide. The turning radius of the vehicle can be fully reduced by executing the auxiliary steering operation, the cost is reduced, and the universality is high.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle steering, and in particular to a vehicle auxiliary steering control method, device, controller, vehicle and medium. Background Art

[0002] Currently, when a vehicle is turning on narrow roads, related technologies can assist steering by adding a rear-wheel steering system. However, this solution requires additional rear-wheel steering equipment, increasing development costs. Other solutions require separately controlling the drive torque of the inner and outer vehicles to achieve assisted steering, but these solutions can only be applied to distributed drive vehicles and have limited versatility. Summary of the Invention

[0003] The present invention addresses the technical problems of high cost and poor versatility of the auxiliary steering technology in the prior art, and provides a vehicle auxiliary steering control method, device, controller, vehicle and medium.

[0004] The present invention provides a vehicle assisted steering control method, comprising:

[0005] When the vehicle meets the preset auxiliary steering conditions, the vehicle is controlled to perform an auxiliary steering operation; wherein the auxiliary steering operation includes:

[0006] Regulates the braking force on the inside front wheel; and

[0007] Control the two rear wheels to spin.

[0008] The present invention also provides a vehicle auxiliary steering control device, comprising:

[0009] The auxiliary steering module is used to control the vehicle to perform an auxiliary steering operation when the vehicle meets the preset auxiliary steering conditions; wherein the auxiliary steering operation includes:

[0010] Regulates the braking force on the inside front wheel; and

[0011] Control the two rear wheels to spin.

[0012] The present invention also provides a controller comprising a memory, a processor, and computer-readable instructions stored in the memory and executable on the processor, wherein the processor implements the above-mentioned vehicle assisted steering control method when executing the computer-readable instructions.

[0013] The present invention also provides a vehicle, comprising the above-mentioned controller or the above-mentioned vehicle auxiliary steering control device.

[0014] The present invention also provides a computer-readable storage medium, which stores computer-readable instructions. When the computer-readable instructions are executed by a processor, the above-mentioned vehicle assisted steering control method is implemented.

[0015] The vehicle assisted steering control method, device, controller, vehicle and medium provided by the present invention include: controlling the vehicle to perform assisted steering operations when the vehicle meets preset assisted steering conditions; wherein the assisted steering operations include: adjusting the braking force of the inner front wheel; and controlling the slip of the two rear wheels.

[0016] In the present invention, while the vehicle is turning, if it is confirmed that the vehicle meets the preset auxiliary steering conditions, an auxiliary steering operation is performed. Specifically, by adjusting the braking force of the inner front wheel, a braking torque is applied to the inner front wheel to add an additional yaw moment to the vehicle, thereby assisting the vehicle in steering while ensuring that the front axle has sufficient lateral force for steering. At the same time, by controlling the slip of the two rear wheels, the lateral adhesion coefficient of the rear axle is reduced, thereby allowing the rear wheels to break through the lateral adhesion of the ground and produce a side slip, thereby reducing the vehicle's turning radius. In the present invention, the above-mentioned auxiliary steering operation can greatly reduce the vehicle's minimum turning radius, making steering more convenient for the driver. Furthermore, the present invention combines the solutions of front wheel braking and rear wheel slip. During the auxiliary steering process, slipping the rear wheels will cause the vehicle to drift, allowing ordinary drivers to master the same slalom drifting skills as professional racing drivers. The control process is accompanied by the "tire squealing" and "tire burning" effects of drive slip, allowing ordinary drivers to experience the atmosphere and fun of drifting.

[0017] At the same time, the present invention only needs to use the common drive system, steering system and brake control unit on ordinary vehicles to realize assisted steering operation, without adding new components, thereby reducing the cost of realizing assisted steering; moreover, the present invention can realize automatic control, the control method is simple and reliable, the control process conforms to the operating habits of ordinary drivers, is easy for drivers to master, and is simple to operate; and the present invention can be applied to distributed drive vehicles or other vehicles except distributed drive vehicles, and has strong versatility. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the following briefly introduces the drawings required for use in the description of the embodiments of the present invention. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0019] Figure 1 is a flow chart of a vehicle assisted steering control method according to one embodiment of the present invention;

[0020] Figure 2 is a schematic structural diagram of a vehicle in one embodiment of the present invention;

[0021] Figure 3 Schematic diagram of the forces acting on each wheel of a vehicle according to one embodiment of the present invention;

[0022] Figure 4 is a schematic diagram of lateral force coefficients and longitudinal force coefficients under different slip rates in one embodiment of the present invention;

[0023] Figure 5 is a flow chart of step S10 of a vehicle assisted steering control method according to an embodiment of the present invention;

[0024] Figure 6 is a flow chart of step S101 of a vehicle assisted steering control method according to an embodiment of the present invention;

[0025] Figure 7 is a flow chart of step S102 of a vehicle assisted steering control method according to another embodiment of the present invention;

[0026] Figure 8 is a flow chart of step S10 of a vehicle assisted steering control method according to another embodiment of the present invention;

[0027] Figure 9 is a flow chart of a vehicle assisted steering control method according to another embodiment of the present invention;

[0028] Figure 10 This is a functional block diagram of a vehicle auxiliary steering control device according to one embodiment of the present invention;

[0029] Figure 11 FIG. 1 is a schematic diagram of a controller according to an embodiment of the present invention.

[0030] The reference numerals in the specification are as follows:

[0031] 1. Controller; 2. Steering system; 3. Perception system; 4. Braking control unit; 5. Motor controller; 6. Front axle motor; 7. Rear axle motor; 8. Wheels. DETAILED DESCRIPTION

[0032] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of them. All other embodiments obtained by ordinary technicians in this field based on the embodiments of the present invention without making any creative efforts shall fall within the scope of protection of the present invention.

[0033] The present invention provides a vehicle assisted steering control method, wherein, Figure 2As shown, the vehicle includes a controller 1, a drive system (including a motor controller 5, a front axle motor 6, a rear axle motor 7, etc.), a steering system 2, a CAN network, a perception system 3, and a brake control unit 4 that can independently control the braking force of each wheel 8. The controller 1 is used to execute the above-mentioned vehicle assisted steering control method. The controller 1 may include the following: Figure 2 The auxiliary steering control unit shown in FIG can also include a vehicle controller. The auxiliary steering control unit can be integrated into the vehicle controller (VCU) to fully utilize existing electronic and electrical architecture resources and save development costs.

[0034] The CAN network is used to transmit signals between various systems and units, enabling the vehicle controller 1 (e.g., the assisted steering control unit) to obtain real-time vehicle information (e.g., wheel speed, lateral acceleration, longitudinal acceleration, yaw rate, vehicle speed, steering wheel angle, accelerator pedal depth, brake pedal depth, etc.) sent by other systems and units to execute the aforementioned assisted steering control method. The perception system 3 collects vehicle information and transmits it to the controller 1 through relevant sensors. The perception system 3 includes, but is not limited to, wheel speed sensors and yaw rate sensors. The perception system 3 can collect and transmit information such as wheel speed, lateral acceleration, longitudinal acceleration, and yaw rate in real time to the assisted steering control unit.

[0035] Among them, the motor controller 5 is connected to the front axle motor 6 and the rear axle motor 7. When executing the vehicle assisted steering control method, the controller 1 instructs the motor controller 5 to control the front motor torque and rear motor torque output by the front axle motor 6 and the rear axle motor 7 respectively, and feed back to the controller 1 in real time.

[0036] The steering system 2 is used to determine the driver's current steering needs. Specifically, the steering system 2 transmits the steering wheel angle to the controller 1 via the CAN network. This allows the controller 1 to determine the driver's current steering needs based on the steering wheel angle, determine the inner front wheel corresponding to the current steering need, and then execute the aforementioned vehicle assisted steering control method. The brake control unit 4 can brake a single wheel 8. Specifically, the controller 1 can instruct the brake control unit 4 to control the braking force and solenoid valve to brake the single wheel 8.

[0037] In one embodiment, if Figure 1 As shown, the vehicle assisted steering control method includes the following steps S10:

[0038] S10: When the vehicle meets a preset assisted steering condition, the vehicle is controlled to perform an assisted steering operation. It is understood that in the present invention, the vehicle is only further determined to determine whether the preset assisted steering condition is met if an assisted steering request is received while the vehicle is currently steering. In this embodiment, the preset assisted steering condition can be determined based on the vehicle state and driver requirements. Driver requirements can include, but are not limited to, requirement data corresponding to at least one of the following: steering wheel angle, current accelerator pedal depth, and current brake pedal depth. It is understood that the assisted steering request is only generated when the vehicle is currently steering. That is, while the vehicle is steering, the assisted steering request can be generated by a user (e.g., the driver) triggering a preset button on the vehicle to generate the assisted steering request and send it to the controller 1. The preset button can be a physical button on the vehicle or a virtual button on the display screen. While the vehicle is steering, the assisted steering request can also be generated by the user through a voice device on the vehicle or a mobile terminal, for example, and sent to the controller 1. Alternatively, the assisted steering request can be sent by the user to the vehicle via a mobile terminal while the vehicle is steering. In other words, the method for generating the assisted steering request is not limited in the present invention and can be configured as required.

[0039] In one embodiment, the preset auxiliary steering condition includes at least one of the following four conditions:

[0040] (1) The absolute value of the vehicle's steering wheel angle is greater than the preset steering wheel angle threshold; that is, since the assisted steering operation is often required when the vehicle is in a narrow space, the driver often cannot achieve steering even when turning the steering wheel to the maximum. In this case, the assisted steering operation is used to reduce the turning radius and assist the driver in steering. Therefore, when this condition is a necessary condition for the preset assisted steering condition, the assisted steering operation will only be performed when the absolute value of the vehicle's steering wheel angle is greater than the preset steering wheel angle threshold. At this time, the driver can be prevented from entering the assisted steering operation when the steering wheel angle is small, thereby avoiding frequent assisted steering operations and improving safety.

[0041] (2) The current speed of the vehicle falls within the preset speed range; that is, since in the present invention, the auxiliary steering operation requires braking the inner front wheel and causing the rear wheel to slip, performing the auxiliary steering operation when the current speed is relatively high (for example, higher than the maximum value of the preset speed range) can easily cause the vehicle to drift and become unstable. Therefore, under this condition, it is necessary to limit the current speed to be lower than the maximum value of the preset speed range; and when the speed is extremely low (for example, lower than the minimum value of the preset speed range), there is no need to perform the auxiliary steering operation to assist in auxiliary steering. Therefore, it is also necessary to set the current speed to be greater than the minimum value of the preset speed range before performing the auxiliary steering operation.

[0042] (3) The current accelerator pedal depth of the vehicle is less than the preset accelerator pedal depth threshold; that is, when this condition is a necessary condition for the preset assisted steering condition, the assisted steering operation is performed only when the current accelerator pedal depth is less than the preset accelerator pedal depth threshold. In this way, it can be ensured that after completing the steering, the driver only needs to step on the accelerator to generate an assisted steering exit instruction, and then exit the assisted steering operation according to the assisted steering exit instruction and enter the normal driving state, instead of having to stop the car first, turn off the assisted steering operation, and then drive normally.

[0043] (4) The vehicle's current brake pedal depth is less than a preset brake pedal depth threshold. That is, when this condition is a necessary condition for the preset assisted steering condition, the assisted steering operation is performed only when the vehicle's current brake pedal depth is less than the preset brake pedal depth threshold. This ensures that the vehicle can respond to the driver's parking request and ensures driving safety.

[0044] It is understandable that the preset auxiliary steering conditions can be configured to include one or more of the above four conditions as needed. In a preferred embodiment, the preset auxiliary steering conditions include the above four conditions. In this case, only after confirming that the vehicle satisfies the above four conditions will it be confirmed that the preset auxiliary steering conditions are satisfied, and then the auxiliary steering control will be performed. Based on the above embodiment, when it is necessary to perform an assisted steering operation, the driver only needs to control the current vehicle speed to within the preset vehicle speed range, and then turn the steering wheel so that the absolute value of the steering wheel angle is greater than the preset steering wheel angle threshold, and then release the brake pedal and the accelerator pedal. The vehicle will then meet the preset auxiliary steering conditions and enter the control logic of the assisted steering operation. The above control method is simple and reliable, and the control process conforms to the operating habits of ordinary drivers, and is easy for the driver to master.

[0045] It can be understood that controlling the vehicle to perform the auxiliary steering operation, that is, entering the auxiliary steering control of the vehicle, in this embodiment, the auxiliary steering operation mainly includes judging the steering demand of the driver (that is, determining the inner front wheel currently turned by the vehicle according to the steering wheel angle), and then synchronously controlling the braking force of the inner front wheel and the torque of the rear motor, thereby achieving the purpose of auxiliary steering of the vehicle through the coordinated control of driving and braking. Figure 5 As shown, the auxiliary steering operation includes the following specific steps S101-S102:

[0046] S101, adjusting the braking force of the inner front wheel; that is, while the vehicle is turning, if an assisted steering request is received and it is confirmed that the vehicle meets the preset assisted steering conditions, the assisted steering operation is performed. At this time, it is first necessary to determine the inner front wheel that the vehicle is currently turning to, and then adjust the braking force of the inner front wheel.

[0047] In a specific embodiment, before adjusting the braking force of the inner front wheel, the method includes: determining the inner front wheel according to the steering wheel angle or the steering wheel rotation direction. That is, in this embodiment, the inner front wheel can be determined according to the steering wheel angle or the steering wheel rotation direction.

[0048] Furthermore, in the above embodiment, determining the inner front wheel according to the steering wheel angle specifically includes:

[0049] When the vehicle's steering wheel angle is greater than 0, the left front wheel of the vehicle is determined to be the inner front wheel; that is, when the steering wheel angle is greater than 0, it is determined that the driver wants to turn left. At this time, the left front wheel is the inner front wheel, and an additional yaw torque is obtained by braking the left front wheel to assist the vehicle in steering.

[0050] When the vehicle's steering wheel angle is less than 0, the right front wheel is determined to be the inner front wheel. That is, when the steering wheel angle is less than 0, it is determined that the driver wants to turn right. At this time, the right front wheel is the inner front wheel, and an additional yaw torque is generated by braking the right front wheel to assist the vehicle in steering.

[0051] After determining the inner front wheel, the controller 1 instructs the brake control unit 4 to adjust the braking force of the inner front wheel according to the target slip rate, and applies a braking torque to the inner front wheel to add an additional yaw moment to the vehicle (so that the current slip rate of the inner front wheel is near the preset target slip rate) to assist the vehicle in steering while ensuring that the front axle has sufficient lateral force for steering.

[0052] Furthermore, adjusting the braking force of the inner front wheel includes adjusting the braking force of the inner front wheel based on a target slip ratio. That is, in this embodiment, the braking force of the inner front wheel can be adjusted based on a target slip ratio. The target slip ratio is a pre-set slip ratio corresponding to the inner front wheel based on demand.

[0053] In one embodiment, if Figure 6 As shown, adjusting the braking force of the inner front wheel according to the target slip ratio includes:

[0054] S1011, determine the current slip rate and current wheel acceleration of the inner front wheel. Further, the step S1011 includes: determining the current slip rate and current wheel acceleration of the inner front wheel based on the current vehicle speed and the current wheel speed information of the inner front wheel. Among them, the wheel slip rate refers to the proportion of the sliding component in the movement of the wheel 8, and the magnitude of the slip rate can represent the proportion of the sliding component of the wheel 8 in the movement. The current slip rate can be determined based on the current wheel speed information of the inner front wheel (such as the current wheel speed, angular velocity, angular acceleration, wheel radius, etc.), which will not be repeated here. The current wheel acceleration can also be determined based on the above-mentioned vehicle speed and current wheel speed information.

[0055] S1012, adjusting the braking force of the inner front wheel according to the target slip ratio, the current slip ratio, and the current wheel acceleration. That is, in this embodiment, the inner front wheel is braked to adjust the braking force according to the target slip ratio. First, the target slip ratio needs to be set, and then the braking force of the inner front wheel is controlled according to the target slip ratio, the current slip ratio, and the current wheel acceleration. Figure 3 The upper left wheel 8 shown in FIG is the inner front wheel corresponding to the current steering direction of the vehicle. Therefore, the braking force of the inner front wheel at this time is Figure 3 F shown in 制动 ) to adjust the current slip ratio to the target slip ratio. At this point, braking the inner front wheel can generate an additional yaw moment to assist steering, thereby increasing the vehicle's yaw rate while ensuring that the inner front wheel has sufficient lateral force for steering.

[0056] In one embodiment, before step S1012, that is, before adjusting the braking force of the inner front wheel according to the target slip rate, the current slip rate and the current wheel acceleration, it also includes: adjusting and maintaining the braking force of all non-braking wheels in the vehicle to 0, and the non-braking wheels refer to other wheels in the vehicle except the inner front wheel. That is, in this embodiment, before adjusting the braking force of the inner front wheel according to the target slip rate, the current slip rate and the current wheel acceleration, the boost valves corresponding to the other three non-braking wheels on the vehicle except the inner front wheel must first be closed and the pressure relief valves opened to release the pressure of the wheel cylinders of the three non-braking wheels, thereby making the wheel cylinder pressures of the three non-braking wheels equal to 0. At this time, the boost valve is kept closed and the pressure relief valve is closed to enter pressure holding control, so that the braking force of all non-braking wheels remains at 0. At this time, the inner front wheel serves as a braking wheel, and its corresponding boost valve needs to be kept open and the pressure relief valve closed. In this way, the master cylinder pressure of the brake control unit 4 will respond to the instructions of the controller 1 (such as the auxiliary steering control unit) to control and adjust the braking force of a single inner front wheel.

[0057] S102, control the two rear wheels to slip. Specifically, in one embodiment, step S102 includes: controlling the rear motor torque output by the rear axle motor 7 to make the two rear wheels slip; that is, while the vehicle is turning, if an auxiliary steering request is received and it is confirmed that the vehicle meets the preset auxiliary steering conditions, the auxiliary steering operation is performed. At this time, it is also necessary to control the rear axle motor 7 to give a larger rear motor torque to the rear axle so that the two rear wheels are subjected to Figure 3 The driving force F shown in 驱动 Generate slip to reduce the lateral adhesion coefficient of the rear axle. It can be understood that the greater the rear wheel slip rate, the smaller the lateral adhesion coefficient. As the lateral adhesion coefficient decreases, the rear wheel can break through the lateral adhesion of the ground and produce sideslip, thereby reducing the turning radius of the vehicle.

[0058] In one embodiment, step S102, i.e., controlling the rear motor torque output by the rear axle motor 7 to cause the two rear wheels to slip, includes the following steps:

[0059] When the rear axle motor 7 meets the preset slip driving force requirement, the rear motor torque output by the rear axle motor is controlled based on the rear wheel slip rate and current yaw rate of the vehicle, as well as the target slip rate corresponding to the rear wheels of the vehicle, to cause the two rear wheels to slip. Specifically, if the rear motor torque output by the rear axle motor 7 is to be controlled to cause the two rear wheels to slip, a target slip rate must be pre-set for each rear wheel of the vehicle. This target slip rate can be set based on the relationship between the rear wheel slip rate and the lateral adhesion coefficient. In addition, the rear wheel slip rate and current yaw rate of the vehicle must be obtained, and then the rear motor torque output by the rear axle motor is controlled based on the rear wheel slip rate, current yaw rate, and the target slip rate corresponding to the rear wheels of the vehicle to cause the two rear wheels to slip. The rear wheel slip rate is the rear wheel slip rate, which is an indicator of the degree of slip of the wheel 8 and is used to indicate the slip ratio of the wheel 8 during actual driving relative to the theoretical driving speed. In this embodiment, the rear wheel slip rate can be determined based on the current driving data of the wheel 8 , which will not be described in detail here. The current yaw angular velocity can be detected by the above-mentioned perception system 3 .

[0060] In one embodiment, before controlling the rear motor torque output by the vehicle's rear axle motor based on the vehicle's rear wheel slip rate and current yaw rate, as well as the target slip rate corresponding to the vehicle's rear wheels, to cause the two rear wheels to slip, the method includes: obtaining two real-time slip rates corresponding to the vehicle's two rear wheels, respectively, and determining the minimum of the two real-time slip rates as the rear wheel slip rate. In other words, the rear wheel slip rate is the smaller of the real-time slip rates corresponding to the two rear wheels.

[0061] In one embodiment, in step S10, determining that the rear axle motor meets the preset slip driving force requirement includes: when the rear axle driving force corresponding to the maximum output torque of the rear axle motor is greater than the rear axle maximum adhesion corresponding to the minimum driving mass of the vehicle, determining that the rear axle motor meets the preset slip driving force requirement.

[0062] In this embodiment, the rear axle driving force is the driving force corresponding to the maximum output torque of the rear axle motor 7; understandably, Figure 4 As shown, when the wheel 8 slips, the slip rate increases, and the lateral adhesion coefficient (i.e. Figure 4The lateral force coefficient in the wheel 8 will decrease as the slip rate increases. Therefore, the lateral adhesion coefficient can be controlled by controlling the slip rate of the wheel 8. Therefore, in this embodiment, since it is necessary to control the rear axle motor 7 to give the rear axle a larger rear motor torque, the two rear wheels are subjected to Figure 3 The driving force F shown in 驱动 Slip is generated to reduce the lateral adhesion coefficient of the rear axle, so that the lateral adhesion coefficient of the rear axle gradually decreases as the rear wheel slip rate increases, and finally the rear wheel breaks through the lateral adhesion of the ground to produce a side slip phenomenon, thereby reducing the turning radius of the vehicle. Therefore, in this embodiment, the magnitude of the rear axle driving force corresponding to the maximum output torque of the rear axle motor 7 can be first determined, and then it can be determined whether the rear axle motor 7 is capable of providing a larger rear motor torque to the rear axle to cause the two rear wheels to slip. Specifically, in this embodiment, the rear axle driving force is Among them, T max is the maximum output torque of the rear axle motor 7, i is the speed ratio of the reducer, and r is the radius of the rear wheel.

[0063] It can be understood that in this embodiment, the maximum adhesion of the rear axle is the maximum value of the lateral adhesion coefficient of the rear axle corresponding to the minimum driving mass of the vehicle. Among them, the minimum driving mass of the vehicle can be set according to demand, such as being set to the mass of the entire vehicle plus the mass of a single person, because during the driving process of the vehicle, there must be at least one driver to drive, and at this time the minimum driving mass is the mass of the entire vehicle plus the mass of a single person (the mass of a single person can be set to a value range according to demand, and then selected according to demand within the value range). In other scenarios, the minimum driving mass can be determined according to demand. Specifically, in this embodiment, the maximum adhesion of the rear axle is Among them, M is the mass of the vehicle, in kg; m is the mass of a single person, in kg, and its value range can be 75~100kg; g is the acceleration of gravity, a is the distance between the center of mass of the vehicle and the front axle, b is the distance between the center of mass of the vehicle and the rear axle, and μ is the ground adhesion coefficient, which is generally between 0.95 and 1.

[0064] In this embodiment, the rear axle motor 7 is determined to meet the preset slip driving force requirement only when the rear axle driving force is greater than the maximum rear axle adhesion. Specifically, when the vehicle turns, a lateral force is generated, and the ground also generates a cornering force on the rear wheels. The cornering force and the lateral force balance each other, preventing wheel 8 from skidding. However, a decrease in the lateral adhesion coefficient results in a decrease in the cornering force. In this case, the cornering force cannot balance the lateral force, causing the rear wheels to skid. This rear wheel skidding reduces the vehicle's turning radius. Therefore, in this embodiment, when the rear axle driving force corresponding to the maximum output torque of the rear axle motor 7 is greater than the maximum rear axle adhesion corresponding to the vehicle's minimum driving mass, while ensuring that the rear axle motor 7 outputs at its maximum output torque, the rear axle will inevitably skid due to the rear axle driving force being greater than the current adhesion. Therefore, in this embodiment, the rear axle driving force must be greater than the maximum rear axle adhesion to determine that the rear axle motor 7 meets the preset slip driving force requirement, and thus the rear motor torque output by the rear axle motor 7 can be controlled to cause both rear wheels to skid. Otherwise, when the rear axle driving force is less than or equal to the maximum adhesion of the rear axle, even if the rear axle motor 7 outputs the maximum output torque, the corresponding rear axle driving force may be less than the current adhesion, and the rear wheel will not slip.

[0065] Furthermore, when the rear axle driving force corresponding to the maximum output torque of the rear axle motor is less than or equal to the maximum rear axle adhesion corresponding to the minimum vehicle mass, it can be determined that the rear axle motor 7 does not meet the preset slip driving force requirement. That is, when the rear axle driving force is less than or equal to the maximum rear axle adhesion, even if the rear axle motor 7 outputs its maximum torque, the corresponding rear axle driving force may be less than the current adhesion and thus not cause the rear wheels to slip. Therefore, when the rear axle driving force is less than or equal to the maximum rear axle adhesion, it is necessary to determine that the rear axle motor 7 does not meet the preset slip driving force requirement, and in this case, the rear motor torque output by the rear axle motor 7 will not be adjusted or controlled.

[0066] In a further embodiment, Figure 7 As shown, the rear motor torque output by the rear axle motor of the vehicle is controlled according to the rear wheel slip rate and current yaw rate of the vehicle, and the target slip rate corresponding to the rear wheels of the vehicle, so as to make the two rear wheels slip, including:

[0067] S1021: Performing a second control on the rear motor torque output by the rear axle motor based on the target slip rate to adjust the rear wheel slip rate to the target slip rate. Specifically, in this step, the second control may refer to performing a PID (Proportion Integration Differentiation) control on the rear motor torque output by the rear axle motor 7 based on the target slip rate during assisted steering control to adjust the rear wheel slip rates of the left and right rear wheels to the target slip rate.

[0068] S1022: During the second control process, the target slip rate is adjusted based on the rear wheel slip rate and the current yaw rate, so that the rear motor torque output by the rear axle motor 7 causes the two rear wheels to slip. Furthermore, in this embodiment, during the second control process of the rear motor torque, the target slip rate may also be adjusted based on the rear wheel slip rate and the current yaw rate, so that the rear motor torque output by the rear axle motor 7 causes the two rear wheels to slip. Specifically, since the current yaw rate increases as the rear wheel slip rate increases, and decreases as the rear wheel slip rate decreases, the current yaw rate also decreases. Therefore, in this embodiment, it is necessary to ensure that the current yaw rate fluctuates within a predetermined yaw rate range and does not exceed the predetermined yaw rate range, so that vehicle driving stability is maintained even when the two rear wheels slip.

[0069] In the present invention, the aforementioned assisted steering operation can significantly reduce the vehicle's minimum turning radius, making steering more convenient for the driver. Furthermore, the present invention integrates front wheel braking and rear wheel slippage. During the assisted steering process, slipping the rear wheels causes the vehicle to drift, allowing ordinary drivers to master the same drifting skills as professional race car drivers. Furthermore, the control process is accompanied by the "tire squealing" and "tire burning" effects of drive slippage, allowing ordinary drivers to experience the atmosphere and fun of drifting. Furthermore, the present invention only requires the common drive system, steering system 2, and brake control unit 4 found in ordinary vehicles to implement assisted steering operations, without requiring additional components, thus reducing the cost of implementing assisted steering. Furthermore, the present invention can achieve automatic control, with a simple and reliable control method. The control process conforms to the operating habits of ordinary drivers, making it easy for drivers to master and operate. Furthermore, the present invention can be applied to distributed drive vehicles or other vehicles other than distributed drive vehicles, thus demonstrating its high versatility.

[0070] The present invention can simultaneously apply different forces (corresponding to the braking force of the inner front wheel and the rear motor torque, respectively) to each wheel 8 through the brake control unit 4, the motor controller 5 and the rear axle motor 7 while the vehicle is turning, if it is confirmed that the vehicle meets the preset auxiliary steering conditions. The various forces cooperate with each other to achieve the goal of reducing the turning radius of the vehicle. Among them, the braking force of the inner front wheel is controlled to generate the vehicle yaw moment, and the rear motor torque is controlled to cause the rear wheel to slip and reduce the lateral adhesion coefficient. In this way, auxiliary vehicle steering is achieved through coordinated control. The present invention is applicable to various working conditions. If the vehicle is traveling on a road with a small adhesion coefficient, such as an ice surface, the auxiliary steering operation is performed through the auxiliary steering control method of the present invention. The motor driving force is sufficient to exceed the adhesion of the wheel 8 to cause slipping, and there is no need to increase the design value of the maximum driving force of the rear axle. If the assisted steering control method of the present invention is to be applied to conditions where the vehicle is traveling on a conventional road surface with a large adhesion coefficient, the design value of the maximum driving force of the rear axle must be increased by increasing the peak torque of the motor or increasing the speed ratio of the reducer. Compared with the need to add an additional drive system or replace the vehicle with a distributed drive or change the vehicle steering system 2 to use the assisted steering solutions in other related technologies, the present invention is easier to implement.

[0071] In one embodiment, if Figure 8 As shown, the auxiliary steering operation also includes:

[0072] S103 , controlling the output of the front motor torque of the front axle motor to adjust the current vehicle speed to the target vehicle speed.

[0073] Specifically, the step S103 includes controlling the front axle motor 6 to output the front motor torque according to the rear motor torque and the braking torque corresponding to the braking force of the inner front wheel.

[0074] In this embodiment, when the vehicle is turning, if an auxiliary steering request is received and it is confirmed that the vehicle meets the preset auxiliary steering conditions, the auxiliary steering operation is performed. At this time, it is also necessary to control the front axle motor 6 to give the front axle a negative torque (the negative torque is also the front motor torque, and the force corresponding to the front motor torque is Figure 3 F shown in 回馈 ) to partially offset the rear motor torque output by the rear axle motor 7, thereby adjusting the vehicle's current speed to the target speed and maintaining the vehicle's current speed approximately equal to the target speed, thereby substantially reducing the vehicle's turning radius while ensuring vehicle steering stability. It is understood that in this embodiment, the assisted steering operation includes synchronously controlling the braking force of the inner front wheel, the rear motor torque, and the front motor torque, thereby achieving the purpose of assisted steering of the vehicle through coordinated drive and braking control. The aforementioned control of the rear motor torque can achieve rear wheel slip, and the control of the front motor torque can achieve maintaining the vehicle's current speed at the target speed.

[0075] In the above embodiment of the present invention, the above-mentioned assisted steering operation can greatly reduce the minimum turning radius of the vehicle, making steering more convenient for the driver. In addition, the present invention integrates the scheme of front wheel braking and rear wheel slip. During the assisted steering process, slipping the rear wheels will cause the vehicle to drift, but the coordinated control of the brake control unit 4 and the drive system can stabilize the vehicle speed, allowing ordinary drivers to master the same drifting skills as professional racing drivers. The control process is accompanied by the "tire ringing" and "tire burning" effects of drive slip, allowing ordinary drivers to experience the atmosphere and fun of drifting. The present invention can, while the vehicle is steering, if an assisted steering request is received and it is confirmed that the vehicle meets the preset assisted steering conditions, apply different forces (corresponding to the braking force of the inner front wheel, the front motor torque and the rear motor torque, respectively) to each wheel 8 through the brake control unit 4, the motor controller 5 and the front axle motor 6 and the rear axle motor 7. The goal of reducing the turning radius of the vehicle is achieved through the mutual cooperation of various forces. Among them, the braking force of the inner front wheel is controlled to generate the vehicle's yaw moment, the torque of the rear motor is controlled to make the rear wheel slip and reduce the lateral adhesion coefficient, and the torque of the front motor is controlled to stabilize the vehicle speed. In this way, assisted vehicle steering is achieved through the coordinated control of these three aspects.

[0076] In one embodiment, in step S103, controlling the output of the front motor torque of the front axle motor specifically includes controlling the front motor torque output based on the rear motor torque and the braking torque corresponding to the braking force of the inner front wheel. That is, in this embodiment, it is necessary to control the front axle motor 6 to generate a negative torque on the front axle based on the rear motor torque and the braking torque corresponding to the braking force of the inner front wheel to partially offset the rear motor torque output by the rear axle motor 7, thereby adjusting the current vehicle speed to the target speed. In this embodiment, while the vehicle is turning, if it is confirmed that the vehicle meets the preset auxiliary steering conditions, the auxiliary steering operation is performed. Specifically, a braking torque is given to the inner front wheel by adjusting the braking force of the inner front wheel according to the target slip rate, so as to add an additional yaw moment to the vehicle to assist the vehicle in turning while ensuring that the front axle has sufficient lateral force for turning; at the same time, the rear motor torque output by the rear axle motor 7 is controlled to cause the two rear wheels to slip, thereby reducing the lateral adhesion coefficient of the rear axle, so that the rear wheels can break through the lateral adhesion of the ground to produce sideslip, thereby reducing the turning radius of the vehicle; thereafter, the front motor torque of the front axle motor 6 is controlled according to the rear motor torque and the braking torque corresponding to the braking force of the inner front wheel, so as to adjust the current speed of the vehicle to the target speed and maintain it, thereby ensuring the stability of the vehicle steering while fully reducing the turning radius.

[0077] Furthermore, controlling the front axle motor to output the front motor torque according to the rear motor torque and the braking torque corresponding to the braking force of the inner front wheel includes:

[0078] A feedforward value is determined based on the current required torque, the rear motor torque, and the braking torque. In this embodiment, the torque corresponding to the current accelerator pedal depth is the current required torque currently required by the driver. Therefore, the current required torque can be determined based on the vehicle's current accelerator pedal depth. The braking torque corresponding to this braking force can be determined based on factors such as the braking force of the inner front wheel and the size of wheel 8. Furthermore, the current required torque and the braking torque are added together to obtain a torque sum. The difference between the rear motor torque and this torque sum is then used as the feedforward value.

[0079] Based on the feedforward value and the target vehicle speed, a third control is performed on the front motor torque of the front axle motor 6 to adjust the current vehicle speed to the target vehicle speed. That is, the front axle motor 6 can control the front motor torque output by the front and rear motors based on the feedforward value, thereby maintaining stable operation of the wheels 8. However, the current vehicle speed of stable operation is not necessarily equal to the target vehicle speed. Therefore, it is necessary to continue to perform a third control on the front motor torque of the front axle motor 6. The third control can refer to the process of adjusting the current vehicle speed to the target vehicle speed by performing PID control on the front motor torque during the auxiliary steering control process. In one embodiment, the target vehicle speed is set to a smaller fixed speed value as required. In this way, by simply controlling the current vehicle speed to be equal to the target vehicle speed, the above auxiliary steering control operation can be used to reduce the minimum turning radius of the vehicle to complete the auxiliary steering.

[0080] In another embodiment, before step S1034, that is, before performing the third control on the front motor torque of the front axle motor 6 based on the feedforward value and the target vehicle speed, the process includes:

[0081] The target vehicle speed is determined based on the vehicle's current accelerator pedal depth and preset comparison data. Specifically, the preset comparison table includes multiple groups of accelerator-vehicle speed comparison groups; each group of the accelerator-vehicle speed comparison groups includes an accelerator pedal depth value and an auxiliary steering speed associated with it; that is, in this embodiment, the target vehicle speed is not a fixed value, but can be set to different vehicle speed values ​​based on the current accelerator pedal depth. Specifically, the correspondence between the current accelerator pedal depth and the target vehicle speed is determined through experiments and recorded in the preset comparison table, and exists in the preset comparison table in the form of a accelerator-vehicle speed comparison group. In this embodiment, the accelerator pedal depth value that matches the current accelerator pedal depth can be queried from the preset comparison table, and the auxiliary steering speed associated with the matching accelerator pedal depth value is determined as the target vehicle speed. Furthermore, the accelerator pedal depth value in the accelerator-vehicle speed comparison group can be a single value, multiple values, or a range of values. Understandably, when the current accelerator pedal depth is equal to the accelerator pedal depth value or falls within the corresponding range of accelerator pedal depth values, the current accelerator pedal depth is considered to match the accelerator pedal depth value. In this case, the target vehicle speed corresponding to the current accelerator pedal depth is the assisted steering speed associated with the accelerator pedal depth value. Each current accelerator pedal depth can be matched to a corresponding accelerator pedal depth value in a preset comparison table. Thus, the target vehicle speed can be set based on the current accelerator pedal depth. Consequently, this assisted steering control method can effectively reduce the turning radius of the vehicle at different speeds.

[0082] In one embodiment, step S1012, i.e., adjusting the braking force of the inner front wheel according to the target slip ratio, the current slip ratio, and the current wheel acceleration, includes:

[0083] When the current slip ratio falls within a preset slip ratio range and the front wheel acceleration is greater than a preset acceleration threshold, a first control is performed on the braking force of the inner front wheel based on the target slip ratio to adjust the current slip ratio to the target slip ratio. The target slip ratio is one of the slip ratio values ​​within the preset slip ratio range. The first control may be a process of performing PID control on the braking force of the inner front wheel based on the target slip ratio to adjust the current slip ratio to the target slip ratio during assisted steering control.

[0084] In this embodiment, the braking force on the inner front wheel is controlled in a step-by-step manner, targeting a target slip rate. Therefore, in this step, it is first necessary to determine whether the current slip rate falls within a preset slip rate range and whether the current wheel acceleration exceeds a preset acceleration threshold. The subsequent specific control strategy is then determined based on the judgment results. Specifically, since the current slip rate represents the current wheel speed state, while the current wheel acceleration represents the future wheel speed change trend, in this embodiment, since the current slip rate falls within the preset slip rate range, it indicates that the current wheel speed is relatively moderate and will not be too large or too small. However, since the current wheel acceleration exceeds the preset acceleration threshold, the future wheel speed change trend is relatively rapid. If the first control is not performed at this time, the current slip rate may quickly exceed the preset slip rate range and become too large or too small. Therefore, this embodiment only needs to adjust the braking force of the inner front wheel through the first control, and then adjust the current slip rate to the target slip rate that also belongs to the preset slip rate range and maintain it near the target slip rate; that is, if within the preset slip rate range, the current slip rate is less than the target slip rate, the current slip rate is gradually increased through the first control until the current slip rate is equal to the target slip rate; and if within the preset slip rate range, the current slip rate is greater than the target slip rate, the current slip rate is gradually decreased through the first control until the current slip rate is equal to the target slip rate.

[0085] In one embodiment, step S1012, i.e., adjusting the braking force of the inner front wheel based on the target slip ratio, the current slip ratio, and the current wheel acceleration, includes:

[0086] When the current slip ratio is less than the minimum value of the preset slip ratio range and the front wheel acceleration is greater than a preset acceleration threshold, the braking force of the inner front wheel is controlled to increase at a first preset adjustment rate so that the current slip ratio increases to the target slip ratio. The target slip ratio is one of the slip ratio values ​​within the preset slip ratio range. In this embodiment, the braking force of the inner front wheel is controlled in a stepwise manner with the target slip ratio as the target. Therefore, it is necessary to first determine whether the current slip ratio falls within the preset slip ratio range and whether the current wheel acceleration is greater than a preset acceleration threshold. The subsequent specific control strategy is then determined based on the determination results. Specifically, since the current slip ratio represents the current wheel speed state, the current wheel acceleration represents the future trend of wheel speed changes. Therefore, in this embodiment, since the current slip ratio is less than the minimum value of the preset slip ratio range, it indicates that the current wheel speed is too low and the current slip ratio needs to be increased to the target slip ratio to increase the current wheel speed. However, since the current wheel acceleration is greater than the preset acceleration threshold, the future wheel speed changes rapidly. At this time, if the braking force of the inner front wheel is adjusted at a higher rate to increase the current slip ratio, it may cause a sudden change in the slip ratio. Therefore, in this embodiment, it is only necessary to control the braking force of the inner front wheel to increase slowly at a lower first preset adjustment rate (slowly increase the master cylinder pressure of the brake control unit 4 corresponding to the inner front wheel) so that the current slip ratio increases to the target slip ratio. It is understandable that the first preset adjustment rate can be set as needed and is greater than the adjustment rate of the inner front wheel braking force during the above-mentioned execution of the first control.

[0087] In one embodiment, step S1012, i.e., adjusting the braking force of the inner front wheel according to the target slip ratio, the current slip ratio, and the current wheel acceleration, includes:

[0088] When the current slip ratio is greater than the maximum value of the preset slip ratio range, or / and the current wheel acceleration is less than a preset acceleration threshold, the braking force of the inner front wheel is controlled to decrease at a second preset adjustment rate so that the current slip ratio is reduced to the target slip ratio. The target slip ratio is one of the slip ratio values ​​within the preset slip ratio range. In this embodiment, the braking force of the inner front wheel is controlled in a step-by-step manner with the target slip ratio as the target. Therefore, it is necessary to first determine whether the current slip ratio falls within the preset slip ratio range and whether the current wheel acceleration is greater than the preset acceleration threshold. The subsequent specific control strategy is then determined based on the determination results. Specifically, the current slip ratio represents the current wheel speed state, while the current wheel acceleration represents the future trend of wheel speed changes. Therefore, in this embodiment, when the current slip ratio is greater than the maximum value of the preset slip ratio range, it indicates that the current wheel speed of the inner front wheel is too high, while when the current wheel acceleration is less than the preset acceleration threshold, it indicates that the future wheel speed change trend is slow. In these cases (the current slip ratio is greater than the maximum value of the preset slip ratio range, or / and the current wheel acceleration is less than the preset acceleration threshold), it is necessary to quickly reduce the current slip ratio to the target slip ratio to avoid locking of the inner front wheel and ensure the slip ratio of wheel 8. Therefore, it is necessary to quickly reduce the braking force on the inner front wheel (quickly reduce the master cylinder pressure of the brake control unit 4 corresponding to the inner front wheel) at a larger second preset adjustment rate to quickly reduce the current slip ratio to the target slip ratio. The second preset adjustment rate is greater than the first preset adjustment rate.

[0089] In one embodiment, step S1022, i.e., adjusting the target slip rate according to the rear wheel slip rate and the current yaw rate during the second control, includes:

[0090] When the current yaw rate is greater than the maximum value of a preset yaw rate range and the rear wheel slip rate is less than or equal to the target slip rate, the target slip rate is reduced to reduce the current yaw rate. Specifically, when the current yaw rate is greater than the maximum value of the preset yaw rate range and the rear wheel slip rate is less than or equal to the target slip rate, the target slip rate is reduced so that the rear wheel slip rate decreases along with the target slip rate during the execution of the second control, thereby reducing the current yaw rate. It is understood that as the rear wheel slip rate increases, the current yaw rate also increases; and as the rear wheel slip rate decreases, the current yaw rate also decreases. In this embodiment, it is necessary to ensure that the current yaw rate fluctuates within the preset yaw rate range without exceeding the preset yaw rate range, so that vehicle driving stability is maintained even when the two rear wheels slip. Therefore, when the current yaw rate is greater than the maximum value of the preset yaw rate range, it indicates that the current yaw rate is too high, and the rear wheel slip rate needs to be reduced to reduce the current yaw rate. However, since the rear wheel slip rate is already less than or equal to the target slip rate at this point, and the rear wheel slip rate needs to be controlled to approach the target slip rate during the second control process, the second control process actually increases the rear wheel slip rate to approach the target slip rate when the rear wheel slip rate is less than the target slip rate, and maintains the rear wheel slip rate unchanged when the rear wheel slip rate is equal to the target slip rate. Therefore, in this embodiment, the rear wheel slip rate is increased by reducing the target slip rate to exceed the changed target slip rate. Furthermore, during the second control process, the rear wheel slip rate is controlled to decrease to approach the target slip rate, thereby causing the current yaw rate to decrease as the wheel slip rate decreases.

[0091] When the current yaw rate decreases to less than the maximum value of the preset yaw rate range, the current target slip rate is maintained unchanged. It is understood that when the current yaw rate decreases to less than the maximum value of the preset yaw rate range, the current yaw rate again fluctuates within the preset yaw rate range without exceeding the preset yaw rate range. At this time, when the two rear wheels slip, the vehicle's driving stability can be maintained. Therefore, adjustment of the target slip rate can be stopped, and the current target slip rate can be maintained unchanged.

[0092] In one embodiment, step S1022, i.e., adjusting the target slip rate according to the rear wheel slip rate and the current yaw rate during the second control, includes:

[0093] When the current yaw rate is less than the minimum value of a preset yaw rate range and the rear wheel slip rate is greater than or equal to the target slip rate, the target slip rate is increased to increase the current yaw rate. Specifically, when the current yaw rate is less than the minimum value of the preset yaw rate range and the rear wheel slip rate is greater than or equal to the target slip rate, the target slip rate is increased so that the rear wheel slip rate increases with the target slip rate during the second control, thereby increasing the current yaw rate. It is understood that when the rear wheel slip rate increases, the current yaw rate also increases; when the rear wheel slip rate decreases, the current yaw rate also decreases. In this embodiment, it is necessary to ensure that the current yaw rate fluctuates within the preset yaw rate range without exceeding the preset yaw rate range, so that vehicle driving stability is maintained even when the two rear wheels slip. Therefore, when the current yaw rate is less than the minimum value of the preset yaw rate range, it indicates that the current yaw rate is too low, and the rear wheel slip rate needs to be increased to increase the current yaw rate. However, since the rear wheel slip rate is already greater than or equal to the target slip rate at this point, and the rear wheel slip rate needs to be controlled to approach the target slip rate during the second control process, when the rear wheel slip rate is greater than the target slip rate, the second control process actually controls the rear wheel slip rate to decrease to approach the target slip rate, and when the rear wheel slip rate is equal to the target slip rate, the rear wheel slip rate remains unchanged. Therefore, in this embodiment, the target slip rate is increased to make the rear wheel slip rate less than the changed target slip rate. Furthermore, during the second control process, the rear wheel slip rate is controlled to increase to approach the target slip rate, thereby causing the current yaw rate to increase as the wheel slip rate increases.

[0094] When the current yaw rate increases to a value greater than the minimum value of the preset yaw rate range, the current target slip rate is maintained unchanged. It is understood that when the current yaw rate increases to a value greater than the minimum value of the preset yaw rate range, the current yaw rate again fluctuates within the preset yaw rate range without exceeding the preset yaw rate range. At this point, the vehicle's driving stability can be maintained when the two rear wheels slip. Therefore, adjustment of the target slip rate can be stopped, and the current target slip rate can be maintained unchanged.

[0095] In one embodiment, in step S1022, during the execution of the second control, adjusting the target slip rate according to the rear wheel slip rate and the current yaw rate includes:

[0096] When the rear wheel slip rate and the current yaw angular velocity meet one of the preset non-adjustment conditions, the target slip rate is maintained unchanged during the execution of the second control until the preset non-adjustment condition is no longer met, and then the target slip rate is readjusted according to the latest rear wheel slip rate and the current yaw angular velocity.

[0097] Furthermore, the preset non-adjustment condition includes at least one of the following conditions:

[0098] The current yaw angular velocity falls within the preset yaw angular velocity range. It is understandable that when the current yaw angular velocity falls within the preset yaw angular velocity range, the current yaw angular velocity fluctuates within the preset yaw angular velocity range without exceeding the preset yaw angular velocity range. At this time, when the two rear wheels slip, the driving stability of the vehicle can be ensured. Therefore, the current target slip rate can be maintained unchanged.

[0099] The current yaw rate is greater than the maximum value of the preset yaw rate range, and the rear wheel slip rate is greater than the target slip rate. It is understandable that when the current yaw rate is greater than the maximum value of the preset yaw rate range, although the current yaw rate is too large, since the rear wheel slip rate is greater than the target slip rate, the second control currently being executed will actually control the rear wheel slip rate to decrease to approach the target slip rate. Therefore, there is no need to adjust the target slip rate at this time, and it is only necessary to wait for the execution result of the second control.

[0100] The current yaw rate is less than the minimum value of the preset yaw rate range, and the rear wheel slip rate is less than the target slip rate. Understandably, when the current yaw rate is less than the minimum value of the preset yaw rate range, although the current yaw rate is too low, because the rear wheel slip rate is less than the target slip rate, the currently executed second control will actually increase the rear wheel slip rate to approach the target slip rate. Therefore, there is no need to adjust the target slip rate at this time, and only the execution result of the second control needs to be waited for.

[0101] In one embodiment, if Figure 9 As shown, in the step S10, after the vehicle is controlled to perform the auxiliary steering operation, the following steps S20-S30 are included:

[0102] S20: When the vehicle no longer meets the preset assisted steering conditions or receives an assisted steering exit command, a pre-exit operation is performed. Specifically, the preset assisted steering conditions include at least one of the following four conditions: the absolute value of the vehicle's steering wheel angle is greater than a preset steering wheel angle threshold; the vehicle's current speed is within a preset speed range; the vehicle's current accelerator pedal depth is less than a preset accelerator pedal depth threshold; or the vehicle's current brake pedal depth is less than a preset brake pedal depth threshold. Therefore, the pre-exit operation is performed when any one of the conditions included in the preset assisted steering conditions is no longer met. Alternatively, the vehicle may perform the pre-exit operation after receiving an assisted steering exit command. Based on the above embodiment, if the driver returns the steering wheel angle, or presses the brake pedal so that the current brake pedal depth is greater than or equal to the preset brake pedal depth threshold, or presses the accelerator pedal so that the current accelerator pedal depth is greater than or equal to the preset accelerator pedal depth threshold, the preset assisted steering conditions are no longer met, and the vehicle then performs the pre-exit operation in response to the driver's request. The above control method is simple and reliable, and the control process conforms to the operating habits of ordinary drivers, making it easy for drivers to master. If the driver encounters an emergency and needs to stop steering, he or she only needs to return to the correct direction or step on the brake pedal. The emergency handling method is completely in line with the driver's intuitive reaction.

[0103] It is understandable that the assisted steering exit instruction can be triggered by the driver stepping on the accelerator after completing the steering and sent to the controller 1, and then the controller 1 can perform the pre-exit operation according to the assisted steering exit instruction. In some embodiments, the assisted steering exit instruction can also be triggered by the user (such as the driver) by a preset button on the vehicle to send it to the controller 1, wherein the preset button can be a physical button on the vehicle or a virtual button on the display. The assisted steering exit instruction can also be generated by the user through a voice device on the vehicle or mobile terminal and sent to the controller 1. The assisted steering exit instruction can also be sent by the user to the vehicle through a mobile terminal; that is, the generation method of the assisted steering request is not limited in the present invention and can be set according to needs.

[0104] Furthermore, the performing of the pre-exit operation includes:

[0105] A first required torque corresponding to the vehicle's front axle motor and a second required torque corresponding to the rear axle motor are obtained, and a current required braking force is determined based on the vehicle's current brake pedal depth. The sum of the first required torque and the second required torque equals the current required torque, which is determined based on the vehicle's current accelerator pedal depth. The torque corresponding to the current accelerator pedal depth is the current required torque currently required by the driver, and this current required torque has already been allocated to the first required torque corresponding to the front axle motor and the second required torque corresponding to the rear axle motor based on the vehicle's actual operating information when the accelerator pedal is depressed. That is, the sum of the first required torque and the second required torque equals the current required torque. The braking force corresponding to the current brake pedal depth is the current required braking force currently required by the driver.

[0106] The completion of the pre-exit operation is confirmed when the front motor torque output by the front axle motor 6 is adjusted to the first required torque at a first preset rate, the rear motor torque output by the rear axle motor 7 is adjusted to the second required torque, and the braking force of all wheels 8 is adjusted to the current required braking force at a second preset rate. That is, in this embodiment, if it is determined that the vehicle no longer meets the preset assisted steering conditions or receives an assisted steering exit command, the vehicle is immediately controlled to stop executing the assisted steering operation; at this time, the motor torque will immediately change to the current required torque, that is, the front motor torque output by the front axle motor 6 will immediately change to the first required torque, and the rear motor torque output by the rear axle motor 7 will immediately change to the second required torque; and the corresponding braking force of all wheels 8 will also immediately change to the front required braking force. This will cause a sudden change in torque and braking force, which will have an adverse impact on the vehicle's driving safety and the performance of the wheels 8. Therefore, in this embodiment, by performing a pre-exit operation, the motor torque is controlled to gradually recover to the current required torque at a first preset rate (that is, the front motor torque output by the front axle motor 6 is adjusted to the first required torque at a first preset rate, and the rear motor torque output by the rear axle motor 7 is adjusted to the second required torque at a first preset rate), and the braking force of the wheel 8 is controlled to gradually recover to the current required braking force at a second preset rate, and then the vehicle is controlled to stop performing the auxiliary steering operation to avoid a sudden change in torque and braking force. It is understandable that the first preset rate and the second preset rate can be set to be equal or unequal as required. In a preferred embodiment, the first preset rate and the second preset rate can be set according to the following conditions: the time period for adjusting the front motor torque of the front axle motor 6 and the rear motor torque of the rear axle motor 7 to the first required torque and the second required torque respectively at the first preset rate is a first time period, and the time period for adjusting the braking force of all wheels 8 to the current required braking force at the second preset rate is a second time period, and the time difference between the first time period and the second time period does not exceed a preset waiting time period. The preset waiting time period can be set as required, for example, to 0.

[0107] S30: When the pre-exit operation is completed, the vehicle is controlled to stop executing the assisted steering operation. That is, after the front motor torque of the front axle motor 6 is fully adjusted to the first required torque, the rear motor torque of the rear axle motor 7 is fully adjusted to the second required torque, and the braking forces corresponding to all wheels 8 are fully adjusted to the current required braking forces, it is determined that the pre-exit operation is completed. At this time, after the pre-exit operation is completed, the vehicle is controlled to stop executing the assisted steering operation without causing a sudden change in torque and braking force.

[0108] It should be understood that the size of the serial numbers of the steps in the above embodiments does not mean the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present invention.

[0109] In one embodiment, if Figure 10 As shown, a vehicle auxiliary steering control device is provided, which corresponds one-to-one with the vehicle auxiliary steering control method in the above embodiment. The vehicle auxiliary steering control device includes:

[0110] The auxiliary steering module 100 is used to control the vehicle to perform an auxiliary steering operation when the vehicle meets a preset auxiliary steering condition; wherein the auxiliary steering operation includes:

[0111] Regulates the braking force on the inside front wheel; and

[0112] Control the two rear wheels to spin.

[0113] In the above-described embodiment of the present invention, while the vehicle is turning, if it is confirmed that the vehicle meets the preset auxiliary steering conditions, an auxiliary steering operation is performed. Specifically, by adjusting the braking force of the inner front wheel, a braking torque is applied to the inner front wheel to increase the vehicle's yaw moment, thereby assisting the vehicle in steering while ensuring sufficient lateral force on the front axle. Simultaneously, by controlling the slip of the two rear wheels, the lateral adhesion coefficient of the rear axle is reduced, thereby allowing the rear wheels to break through the lateral adhesion of the ground and produce a side slip, thereby reducing the vehicle's turning radius. In the present invention, the above-described auxiliary steering operation can significantly reduce the vehicle's minimum turning radius, making steering more convenient for the driver. Furthermore, the present invention integrates front wheel braking and rear wheel slip. During the auxiliary steering process, slipping the rear wheels will cause the vehicle to drift, allowing ordinary drivers to master the same slalom drifting skills as professional racing drivers. The control process is accompanied by the "tire squealing" and "tire burning" effects of the drive slip, allowing ordinary drivers to experience the atmosphere and fun of drifting. At the same time, the present invention only needs to use the common drive system, steering system and brake control unit on ordinary vehicles to realize assisted steering operation, without adding new components, thereby reducing the cost of realizing assisted steering; moreover, the present invention can realize automatic control, the control method is simple and reliable, the control process conforms to the operating habits of ordinary drivers, is easy for drivers to master, and is simple to operate; and the present invention can be applied to distributed drive vehicles or other vehicles except distributed drive vehicles, and has strong versatility.

[0114] The specific definition of the vehicle-assisted steering control device can be found in the definition of the vehicle-assisted steering control method above and will not be repeated here. The various modules in the above-mentioned vehicle-assisted steering control device can be implemented in whole or in part through software, hardware, or a combination thereof. The above-mentioned modules can be embedded in or independent of the processor in the computer device in hardware form, or can be stored in the memory of the computer device in software form, so that the processor can call and execute the corresponding operations of the above-mentioned modules.

[0115] The present invention further provides a vehicle including the aforementioned vehicle assisted steering control device. It is understood that the vehicle may further include a drive system (including a motor controller, a front axle motor, a rear axle motor, etc.), a steering system, a CAN network, a sensing system, and a brake control unit capable of independently controlling the braking force of each wheel. For details, please refer to the embodiments corresponding to the aforementioned vehicle assisted steering control method, and will not be repeated here.

[0116] In one embodiment, a controller 1 is provided. The controller 1 may be a server, and its internal structure may be as shown in FIG. Figure 11 As shown. The controller 1 includes a processor, a memory, a network interface and a database connected via a system bus. The processor of the controller 1 is used to provide computing and control capabilities. The memory of the controller 1 includes a readable storage medium and an internal memory. The readable storage medium stores an operating system, computer-readable instructions and a database. The internal memory provides an environment for the operation of the operating system and computer-readable instructions in the readable storage medium. When the computer-readable instructions are executed by the processor, a vehicle assisted steering control method is implemented. The readable storage medium provided in this embodiment includes a non-volatile readable storage medium and a volatile readable storage medium.

[0117] In one embodiment, a controller 1 is provided, comprising a memory, a processor, and computer-readable instructions stored in the memory and executable on the processor. When the processor executes the computer-readable instructions, the steps of the above-mentioned vehicle assisted steering control method are implemented.

[0118] The present invention also provides a vehicle, comprising the above-mentioned controller 1. It is understandable that, if Figure 2 As shown, the vehicle includes a controller 1, a drive system (including a motor controller 5, a front axle motor 6, a rear axle motor 7, etc.), a steering system 2, a CAN network, a sensing system 3, and a brake control unit 4 that can independently control the braking force of each wheel 8. The controller 1 is used to execute the above-mentioned vehicle assisted steering control method. The controller 1 may include the following: Figure 2 The auxiliary steering control unit shown in FIG can also include a vehicle controller. The auxiliary steering control unit can be integrated into the vehicle controller (VCU) to fully utilize existing electronic and electrical architecture resources and save development costs.

[0119] The CAN network is used to transmit signals between various systems and units, enabling the vehicle controller 1 (e.g., the assisted steering control unit) to obtain real-time vehicle information (e.g., wheel speed, lateral acceleration, longitudinal acceleration, yaw rate, vehicle speed, steering wheel angle, accelerator pedal depth, brake pedal depth, etc.) sent by other systems and units to execute the aforementioned assisted steering control method. The perception system 3 collects vehicle information and transmits it to the controller 1 through relevant sensors. The perception system 3 includes, but is not limited to, wheel speed sensors and yaw rate sensors. The perception system 3 can collect and transmit information such as wheel speed, lateral acceleration, longitudinal acceleration, and yaw rate in real time to the assisted steering control unit.

[0120] Among them, the motor controller 5 is connected to the front axle motor 6 and the rear axle motor 7. When executing the vehicle assisted steering control method, the controller 1 instructs the motor controller 5 to control the front axle motor 6 and the rear axle motor 7 to adjust the front motor torque and the rear motor torque, etc., and provide real-time feedback to the controller 1.

[0121] The steering system 2 is used to determine the driver's current steering needs. Specifically, the steering system 2 transmits the steering wheel angle to the controller 1 via the CAN network. This allows the controller 1 to determine the driver's current steering needs based on the steering wheel angle, determine the inner front wheel corresponding to the current steering need, and then execute the aforementioned vehicle assisted steering control method. The brake control unit 4 can brake a single wheel 8. Specifically, the controller 1 can instruct the brake control unit 4 to control the braking force and solenoid valve to brake the single wheel 8.

[0122] For the specific definition of the vehicle controller 1, please refer to the definition of the vehicle assisted steering control method above, which will not be repeated here.

[0123] In the vehicle of the present invention, while the vehicle is turning, if it is confirmed that the vehicle meets the preset auxiliary steering conditions, an auxiliary steering operation is performed. Specifically, by adjusting the braking force of the inner front wheel, a braking torque is applied to the inner front wheel to add an additional yaw moment to the vehicle, thereby assisting the vehicle in steering while ensuring that the front axle has sufficient lateral force for steering. Simultaneously, by controlling the slip of the two rear wheels, the lateral adhesion coefficient of the rear axle is reduced, thereby allowing the rear wheels to break through the lateral adhesion of the ground and produce a side slip, thereby reducing the vehicle's turning radius. In the present invention, the above-mentioned auxiliary steering operation can significantly reduce the vehicle's minimum turning radius, making steering more convenient for the driver. Furthermore, the present invention combines the solutions of front wheel braking and rear wheel slip. During the auxiliary steering process, slipping the rear wheels will cause the vehicle to drift, allowing ordinary drivers to master the same slalom drifting skills as professional racing drivers. The control process is accompanied by the "tire squealing" and "tire burning" effects of the drive slip, allowing ordinary drivers to experience the atmosphere and fun of drifting. At the same time, the present invention only needs to use the common drive system, steering system and brake control unit on ordinary vehicles to realize assisted steering operation, without adding new components, thereby reducing the cost of realizing assisted steering; moreover, the present invention can realize automatic control, the control method is simple and reliable, the control process conforms to the operating habits of ordinary drivers, is easy for drivers to master, and is simple to operate; and the present invention can be applied to distributed drive vehicles or other vehicles except distributed drive vehicles, and has strong versatility.

[0124] In one embodiment, a computer-readable storage medium is provided, on which computer-readable instructions are stored. When the computer-readable instructions are executed by a processor, the steps of the above-mentioned vehicle assisted steering control method are implemented.

[0125] Those skilled in the art will understand that all or part of the processes in the above-mentioned embodiment methods can be implemented by instructing related hardware through computer-readable instructions, and the computer-readable instructions can be stored in a readable storage medium, and the readable storage medium includes a non-volatile readable storage medium and a volatile readable storage medium. When the computer-readable instructions are executed, they may include the processes of the embodiments of the above-mentioned methods. Among them, any reference to memory, storage, database or other media used in the embodiments provided by the present invention may include non-volatile and / or volatile memory. Non-volatile memory may include read-only memory (ROM), programmable ROM (PROM), electrically programmable ROM (EPROM), electrically erasable programmable ROM (EEPROM) or flash memory. Volatile memory may include random access memory (RAM) or external cache memory. By way of illustration and not limitation, RAM is available in many forms, such as static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), double data rate SDRAM (DDRSDRAM), enhanced SDRAM (ESDRAM), synchronous link DRAM (SLDRAM), memory bus direct RAM (RDRAM), direct memory bus dynamic RAM (DRDRAM), and memory bus dynamic RAM (RDRAM), etc.

[0126] Those skilled in the art will clearly understand that for the sake of convenience and conciseness of description, only the division of the above-mentioned functional units or modules is used as an example. In actual applications, the above-mentioned functions can be distributed and completed by different functional units or modules as needed, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above.

[0127] The embodiments described above are only used to illustrate the technical solutions of the present invention, rather than to limit the same. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. These modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the various embodiments of the present invention, and should all be included in the scope of protection of the present invention.

Claims

1. A vehicle assisted steering control method, characterized in that: include: When the vehicle meets the preset auxiliary steering condition, the vehicle is controlled to perform an auxiliary steering operation; wherein the auxiliary steering operation includes: Regulates the braking force of the inner front wheel; and Control the two rear wheels to spin.

2. The vehicle assisted steering control method according to claim 1, characterized in that: The preset auxiliary steering condition includes at least one of the following conditions: The absolute value of the vehicle's steering wheel angle is greater than a preset steering wheel angle threshold; The current speed of the vehicle is within the preset speed range; The current accelerator pedal depth of the vehicle is less than a preset accelerator pedal depth threshold; The vehicle's current brake pedal depth is less than a preset brake pedal depth threshold.

3. The vehicle assisted steering control method according to claim 1, characterized in that: Before adjusting the braking force of the inner front wheel, the method includes: The inner front wheel is determined according to a steering wheel angle or a steering wheel rotation direction.

4. The vehicle assisted steering control method according to claim 3, characterized in that: The step of determining the inner front wheel according to the steering wheel angle comprises: When the steering wheel angle of the vehicle is greater than 0, the left front wheel of the vehicle is determined to be the inner front wheel; When the steering wheel angle of the vehicle is less than 0, it is determined that the right front wheel of the vehicle is the inner front wheel.

5. The vehicle assisted steering control method according to claim 1, characterized in that: The step of adjusting the braking force of the inner front wheel comprises: The braking force of the inner front wheel is adjusted according to the target slip ratio.

6. The vehicle assisted steering control method according to claim 5, characterized in that: The step of adjusting the braking force of the inner front wheel according to the target slip ratio includes: determining a current slip rate and a current wheel acceleration of the inner front wheel; The braking force of the inner front wheel is adjusted according to the target slip ratio, the current slip ratio and the current wheel acceleration.

7. The vehicle assisted steering control method according to claim 6, characterized in that: The determining the current slip rate and the current wheel acceleration of the inner front wheel comprises: A current slip rate and a current wheel acceleration of the inner front wheel are determined according to a current vehicle speed and current wheel speed information of the inner front wheel.

8. The vehicle assisted steering control method according to claim 6, characterized in that: The step of adjusting the braking force of the inner front wheel according to the target slip rate, the current slip rate and the current wheel acceleration comprises: When the current slip ratio belongs to a preset slip ratio range and the front wheel acceleration is greater than a preset acceleration threshold, a first control is performed on the braking force of the inner front wheel based on the target slip ratio to adjust the current slip ratio to the target slip ratio.

9. The vehicle assisted steering control method according to claim 6, characterized in that: The step of adjusting the braking force of the inner front wheel according to the target slip rate, the current slip rate and the current wheel acceleration comprises: When the current slip ratio is less than a minimum value of the preset slip ratio range and the front wheel acceleration is greater than a preset acceleration threshold, the braking force of the inner front wheel is controlled to increase at a first preset adjustment rate so that the current slip ratio increases to the target slip ratio.

10. The vehicle assisted steering control method according to claim 6, characterized in that: The step of adjusting the braking force of the inner front wheel according to the target slip rate, the current slip rate and the current wheel acceleration comprises: When the current slip rate is greater than the maximum value of the preset slip rate range, or / and the front wheel acceleration is less than a preset acceleration threshold, the braking force of the inner front wheel is controlled to be reduced at a second preset adjustment rate so that the current slip rate is reduced to the target slip rate.

11. The vehicle assisted steering control method according to claim 6, characterized in that: Before adjusting the braking force of the inner front wheel according to the target slip ratio, the current slip ratio and the current wheel acceleration, the method further includes: The braking forces of all non-braking wheels in the vehicle are adjusted and maintained to 0, wherein the non-braking wheels refer to the wheels other than the inner front wheel in the vehicle.

12. The vehicle assisted steering control method according to claim 1, characterized in that: The method of controlling the two rear wheels to slip comprises: The rear motor torque output by the vehicle's rear axle motor is controlled to cause the two rear wheels to spin.

13. The vehicle assisted steering control method according to claim 12, characterized in that: The method of controlling the rear motor torque output by the rear axle motor of the vehicle to make the two rear wheels slip comprises: When the rear axle motor meets the preset slip driving force requirement, the rear motor torque output by the rear axle motor of the vehicle is controlled according to the rear wheel slip rate and current yaw rate of the vehicle and the target slip rate corresponding to the rear wheels of the vehicle to make the two rear wheels slip.

14. The vehicle assisted steering control method according to claim 13, characterized in that: The method of controlling the rear motor torque output by the rear axle motor of the vehicle according to the rear wheel slip rate and the current yaw rate of the vehicle and the target slip rate corresponding to the rear wheels of the vehicle to make the two rear wheels slip comprises: performing a second control on the rear motor torque output by the rear axle motor based on the target slip rate to adjust the rear wheel slip rate to the target slip rate; During the execution of the second control, the target slip rate is adjusted according to the rear wheel slip rate and the current yaw rate, so that the rear motor torque output by the rear axle motor causes the two rear wheels to slip.

15. The vehicle assisted steering control method according to claim 14, characterized in that: In the process of executing the second control, adjusting the target slip rate according to the rear wheel slip rate and the current yaw rate includes: When the current yaw rate is greater than a maximum value of a preset yaw rate range and the rear wheel slip rate is less than or equal to the target slip rate, reducing the target slip rate so that the current yaw rate is reduced; When the current yaw rate decreases to be less than a maximum value of the preset yaw rate range, the current target slip rate is kept unchanged.

16. The vehicle assisted steering control method according to claim 14, characterized in that: In the process of executing the second control, adjusting the target slip rate according to the rear wheel slip rate and the current yaw rate includes: When the current yaw rate is less than a minimum value of a preset yaw rate range and the rear wheel slip rate is greater than or equal to the target slip rate, increasing the target slip rate so that the current yaw rate increases; When the current yaw rate increases to be greater than a minimum value of the preset yaw rate range, the current target slip rate is kept unchanged.

17. The vehicle assisted steering control method according to claim 14, characterized in that: In the process of executing the second control, adjusting the target slip rate according to the rear wheel slip rate and the current yaw rate includes: When the rear wheel slip rate and the current yaw rate meet one of the preset non-adjustment conditions, the target slip rate is kept unchanged during the execution of the second control; the preset non-adjustment condition includes at least one of the following conditions: The current yaw angular velocity belongs to a preset yaw angular velocity range; The current yaw rate is greater than the maximum value of the preset yaw rate range, and the rear wheel slip rate is greater than the target slip rate; The current yaw rate is less than a minimum value of a preset yaw rate range, and the rear wheel slip rate is less than the target slip rate.

18. The vehicle assisted steering control method according to claim 13, characterized in that: Before controlling the rear motor torque output by the rear axle motor of the vehicle according to the rear wheel slip rate and the current yaw rate of the vehicle and the target slip rate corresponding to the rear wheel of the vehicle, the method includes: Two real-time slip rates corresponding to two rear wheels of the vehicle are obtained, and a minimum value of the two real-time slip rates is determined as the rear wheel slip rate.

19. The vehicle assisted steering control method according to claim 13, characterized in that: The determining that the rear axle motor meets the preset slip driving force requirement includes: When the rear axle driving force corresponding to the maximum output torque of the rear axle motor is greater than the rear axle maximum adhesion corresponding to the minimum driving mass of the vehicle, it is determined that the rear axle motor meets the preset slip driving force requirement.

20. The vehicle assisted steering control method according to claim 1, characterized in that: The auxiliary steering operation also includes: The output of the front motor torque of the front axle motor is controlled to adjust the current vehicle speed to the target vehicle speed.

21. The vehicle assisted steering control method according to claim 20, characterized in that: The method of controlling the output of the front motor torque of the front axle motor includes: The front axle motor is controlled to output the front motor torque according to the rear motor torque and the braking torque corresponding to the braking force of the inner front wheel.

22. The vehicle assisted steering control method according to claim 21, characterized in that: The controlling the front axle motor to output the front motor torque according to the rear motor torque and the braking torque corresponding to the braking force of the inner front wheel comprises: Determining a feedforward value according to a current required torque, the rear motor torque and the braking torque; the current required torque is determined according to a current accelerator pedal depth of the vehicle, and the braking torque is determined according to a braking force of an inner front wheel; A third control is performed on the front motor torque of the front axle motor based on the feedforward value and the target vehicle speed to adjust the current vehicle speed of the vehicle to the target vehicle speed.

23. The vehicle assisted steering control method according to claim 22, characterized in that: Before performing the third control on the front motor torque of the front axle motor based on the feedforward value and the target vehicle speed, the method includes: The target vehicle speed is determined according to the current accelerator pedal depth of the vehicle and preset comparison data.

24. The vehicle assisted steering control method according to claim 1, characterized in that: After the vehicle is controlled to perform the auxiliary steering operation, the method includes: When the vehicle no longer meets the preset auxiliary steering condition or receives an auxiliary steering exit instruction, performing a pre-exit operation; When the pre-exit operation is completed, the vehicle is controlled to stop executing the auxiliary steering operation.

25. The vehicle assisted steering control method according to claim 24, characterized in that: The performing of the pre-exit operation includes: Obtaining a first required torque corresponding to a front axle motor of the vehicle and a second required torque corresponding to a rear axle motor, and determining a current required braking force according to a current brake pedal depth of the vehicle; the sum of the first required torque and the second required torque is equal to the current required torque, and the current required torque is determined according to a current accelerator pedal depth of the vehicle; When the front motor torque output by the front axle motor is adjusted to the first required torque at a first preset rate, the rear motor torque output by the rear axle motor is adjusted to the second current required torque, and the braking force of all wheels is adjusted to the current required braking force at a second preset rate, it is confirmed that the pre-exit operation is completed.

26. A vehicle auxiliary steering control device, characterized in that: include: The auxiliary steering module is used to control the vehicle to perform an auxiliary steering operation when the vehicle meets a preset auxiliary steering condition; wherein the auxiliary steering operation includes: Regulates the braking force of the inner front wheel; and Control the two rear wheels to spin.

27. A controller, characterized in that: It includes a memory, a processor, and computer-readable instructions stored in the memory and executable on the processor, wherein the processor implements the vehicle assisted steering control method as described in any one of claims 1 to 25 when executing the computer-readable instructions.

28. A vehicle, characterized in that: Includes the controller as claimed in claim 27, or the vehicle auxiliary steering control device as claimed in claim 26.

29. A computer-readable storage medium storing computer-readable instructions, characterized in that: When the computer-readable instructions are executed by a processor, the vehicle assisted steering control method as described in any one of claims 1 to 25 is implemented.

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