Steering control method and related device

Abstract

The embodiment of the invention discloses a steering control method and a related device, the method is applied to a target vehicle, the target vehicle comprises wheels and a vehicle body longitudinal beam, and the method comprises the steps that the steering wheel turning angle of the target vehicle, the wheel jumping amount of the wheels and the current positions of the wheels are obtained; calculating a first distance between the wheel and the vehicle body longitudinal beam according to the wheel jumping amount and the current position of the wheel; according to the first distance, determining a threshold turning angle of the wheel; determining a target turning angle of the target vehicle according to the steering wheel turning angle; and determining a wheel rotation angle of the target vehicle according to the threshold rotation angle and the target rotation angle. The distance between the wheel and the vehicle body longitudinal beam under the common working condition is used for increasing the wheel turning angle of the target vehicle, so that the turning radius of the target vehicle is reduced, and the steering difficulty of the target vehicle is reduced.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and in particular to a steering control method and related devices. Background Art

[0002] With the development of vehicle technology, vehicles with extra-long length and large wheelbase are becoming more and more popular in the market. However, since the wheelbase of a vehicle is positively correlated with its turning radius, the larger the wheelbase, the larger the turning radius. As a result, vehicles with large wheelbases are not conducive to the maneuverability of the vehicle itself, making it more difficult to turn the vehicle, and requiring a higher level of control from the driver. In response to this technical problem, there is currently no suitable method to reduce the difficulty of turning the vehicle. Summary of the invention

[0003] In order to solve the above technical problems, the present application provides a steering control method and related devices, which increase the wheel steering angle by utilizing the gap between the wheel and the outer surface of the vehicle longitudinal beam, reduce the turning radius of the vehicle, and reduce the steering difficulty of the vehicle.

[0004] The embodiments of the present application disclose the following technical solutions:

[0005] In a first aspect, an embodiment of the present application discloses a steering control method, the method being applied to a target vehicle, the target vehicle comprising wheels and a vehicle body longitudinal beam, the method comprising:

[0006] Obtaining the steering wheel angle of the target vehicle, the wheel jump amount of the wheel and the current position of the wheel;

[0007] Calculating a first spacing between the wheel and the longitudinal beam of the vehicle body according to the wheel jump amount and the current position of the wheel;

[0008] determining a threshold turning angle of the wheel according to the first spacing;

[0009] Determining a target turning angle of the target vehicle according to the steering wheel angle and the threshold turning angle;

[0010] The wheel angle of the target vehicle is determined according to the target angle.

[0011] Optionally, the method further includes:

[0012] Obtaining the wheel speed of the wheel;

[0013] Determining the travel speed of the target vehicle according to the wheel speed;

[0014] Determining the wheel angle of the target vehicle according to the target angle includes:

[0015] The wheel angle of the target vehicle is determined according to the target angle and the travel speed.

[0016] Optionally, the target vehicle further includes a frame, and the method further includes:

[0017] Obtaining the lateral acceleration of the target vehicle;

[0018] Determining a deformation amount of a suspension bushing of the target vehicle according to the lateral acceleration; the suspension bushing is mounted on the vehicle frame;

[0019] The calculating, according to the wheel jump amount and the current position of the wheel, a first spacing between the wheel and the longitudinal beam of the vehicle body comprises:

[0020] A first spacing between the wheel and the vehicle body longitudinal beam is calculated according to the wheel jump amount, the current position of the wheel and the deformation amount of the suspension bushing.

[0021] Optionally, the method further includes:

[0022] Obtaining chassis suspension hard points and steering system parameters of the target vehicle;

[0023] Determining a tire envelope of the wheel according to the wheel jump amount, the chassis suspension hard point and the steering system parameter;

[0024] Determining the threshold turning angle of the wheel according to the first spacing includes:

[0025] A threshold turning angle of the wheel is determined according to the tire envelope and the first distance.

[0026] Optionally, determining the wheel angle of the target vehicle according to the target angle includes:

[0027] In response to the wheel speed difference of the target vehicle being less than a preset difference, a wheel turning angle of the target vehicle is determined according to the target turning angle.

[0028] Optionally, calculating a first spacing between the wheel and the longitudinal beam of the vehicle body according to the wheel jump amount and the current position of the wheel includes:

[0029] In response to the steering wheel angle being equal to a threshold steering wheel angle of the target vehicle, a first spacing between the wheel and the vehicle body longitudinal beam is calculated according to the wheel jump amount and the current position of the wheel.

[0030] Optionally, determining the threshold turning angle of the wheel according to the first spacing includes:

[0031] In response to determining that the first spacing is greater than or equal to a second spacing, a threshold rotation angle of the wheel is determined; the second spacing is a preset spacing between the wheel and the vehicle body longitudinal beam.

[0032] In a second aspect, an embodiment of the present application discloses a steering control device, the device comprising:

[0033] A first acquisition unit is used to acquire the steering wheel angle of the target vehicle, the wheel jump amount of the wheel and the current position of the wheel;

[0034] A spacing calculation unit, used for calculating a first spacing between the wheel and the longitudinal beam of the vehicle body according to the wheel jump amount and the current position of the wheel;

[0035] a first determining unit, configured to determine a threshold turning angle of the wheel according to the first spacing;

[0036] a second determining unit, configured to determine a target turning angle of the target vehicle according to the steering wheel angle and the threshold turning angle;

[0037] The third determining unit is used to determine the wheel angle of the target vehicle according to the target angle.

[0038] Optionally, the device further comprises:

[0039] A second acquisition unit, used for acquiring the wheel speed of the wheel;

[0040] a fourth determining unit, configured to determine a traveling speed of the target vehicle according to the wheel speed;

[0041] The third determining unit is further configured to:

[0042] The wheel angle of the target vehicle is determined according to the target angle and the travel speed.

[0043] Optionally, the target vehicle further includes a frame, and the device further includes:

[0044] A third acquisition unit, used to acquire the lateral acceleration of the target vehicle;

[0045] a fifth determining unit, configured to determine a deformation amount of a suspension bushing of the target vehicle according to the lateral acceleration; the suspension bushing being mounted on the vehicle frame;

[0046] The spacing calculation unit is further used for:

[0047] A first spacing between the wheel and the vehicle body longitudinal beam is calculated according to the wheel jump amount, the current position of the wheel and the deformation amount of the suspension bushing.

[0048] Optionally, the device further comprises:

[0049] A fourth acquisition unit, used to acquire chassis suspension hard points and steering system parameters of the target vehicle;

[0050] a sixth determining unit, configured to determine a tire envelope of the wheel according to the wheel jump amount, the chassis suspension hard point and the steering system parameter;

[0051] The second determining unit is further configured to:

[0052] A threshold turning angle of the wheel is determined according to the tire envelope and the first distance.

[0053] Optionally, the third determining unit is further configured to:

[0054] In response to the wheel speed difference of the target vehicle being less than a preset difference, a wheel turning angle of the target vehicle is determined according to the target turning angle.

[0055] Optionally, the distance calculation unit is further used to:

[0056] In response to the steering wheel angle being equal to a threshold steering wheel angle of the target vehicle, a first spacing between the wheel and the vehicle body longitudinal beam is calculated according to the wheel jump amount and the current position of the wheel.

[0057] Optionally, the first determining unit is further configured to:

[0058] In response to determining that the first spacing is greater than or equal to a second spacing, a threshold rotation angle of the wheel is determined; the second spacing is a preset spacing between the wheel and the vehicle body longitudinal beam.

[0059] In a third aspect, an embodiment of the present application discloses a computer device, wherein the computer device includes a processor and a memory:

[0060] The memory is used to store program code and transmit the program code to the processor;

[0061] The processor is used to execute the steering control method as described in the first aspect and any optional option of the first aspect according to the instructions in the program code.

[0062] In a fourth aspect, an embodiment of the present application discloses a computer-readable storage medium, which is used to store a computer program. When the computer program is executed by a processor, it is used to execute the steering control method as described in the first aspect and any optional option of the first aspect.

[0063] It can be seen from the above technical solution that, since the design of the vehicle tire envelope ensures the distance between the wheel and the longitudinal beam of the vehicle body under the worst working conditions, and the distance between the wheel and the longitudinal beam of the vehicle body under non-worst working conditions is larger, the technical solution provided by this application calculates the first spacing between the wheel and the longitudinal beam of the vehicle body according to the amount of wheel jump during actual driving of the vehicle and the actual position of the wheel; then determines the threshold turning angle of the wheel according to the first spacing; then determines the target turning angle of the target vehicle according to the steering wheel angle; and determines the wheel turning angle of the target vehicle according to the threshold turning angle and the target turning angle. The distance between the wheel and the longitudinal beam of the vehicle body under non-worst working conditions is used to increase the wheel turning angle of the target vehicle, thereby reducing the turning radius of the target vehicle and reducing the steering difficulty of the target vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0064] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0065] Figure 1 A flow chart of a steering control method provided for related technologies;

[0066] Figure 2 A flow chart of a steering control method provided in an embodiment of the present application;

[0067] Figure 3 A schematic diagram of a tire envelope design of a vehicle provided in an embodiment of the present application;

[0068] Figure 4 A step diagram of a steering control method provided in an embodiment of the present application;

[0069] Figure 5 A structural block diagram of a device for steering control provided in an embodiment of the present application;

[0070] Figure 6 A structural block diagram of a computer device for steering control provided in an embodiment of the present application. DETAILED DESCRIPTION

[0071] In order to enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments.

[0072] The terms "first", "second", etc. in the specification and claims of this application are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequence. It should be understood that the terms used in this way can be interchangeable under appropriate circumstances. This is just a way of distinguishing objects with the same attributes when describing the embodiments of this application.

[0073] In order to facilitate understanding of the technical solution of the present application, some technical terms involved in the present application are introduced below.

[0074] Steering control is a control method that changes the direction of the vehicle by controlling the angle at which the vehicle's wheels rotate left and right so that the vehicle moves forward in an arc.

[0075] Due to the structural limitations of the vehicle, the vehicle cannot turn on the spot and can only turn by steering in an arc with a certain turning radius. In other words, the larger the turning radius, the more difficult it is for the vehicle to turn. In situations where there is little space to move, the vehicle may not even be able to turn. As vehicles with large wheelbases occupy an increasing market share, the larger the wheelbase, the larger the turning radius, and the higher the requirements for space for turning.

[0076] See also Figure 1 , Figure 1 A flow chart of a steering control method provided for related technology.

[0077] When the user turns the steering wheel, the vehicle obtains the steering wheel direction, steering wheel angle and steering wheel torque through the torque sensor, and converts the obtained information into corresponding voltage and current through the electronic controller, and then converts the voltage and current into corresponding motor torque through the power motor, and then reduces speed and increases torque through the worm gear, and finally controls the left / right rotation of the wheel through mechanical structures such as gears and racks.

[0078] The inventor discovered that during the process of vehicle model design and installation, the distance between the tire envelope of the wheel and the longitudinal beam of the vehicle body determines the maximum angle of the wheel turning left and right. The so-called tire envelope is the maximum space that the tire of the wheel can occupy during the movement of the vehicle. The size of this space is related to the tire size, wheel turning angle and operating temperature. When the user turns the steering wheel of the vehicle to one side, that is, when the wheel of the vehicle turns to one side to the threshold turning angle, the tire of the wheel cannot touch the longitudinal beam of the vehicle body. To ensure that the contact situation does not occur, during the process of vehicle model design and installation, in order to ensure the safety of vehicle driving, it is necessary to consider the worst working conditions. The wheel cannot touch the longitudinal beam of the vehicle body at the threshold turning angle. After the severe working condition test is completed, the threshold turning angle of the wheel is set accordingly. Regardless of whether the actual working conditions are severe or not, the threshold turning angle of the wheel cannot exceed the threshold turning angle after the test is completed.

[0079] However, this design of fixed wheel threshold turning angle limits the steering function of the vehicle. When the vehicle's driving conditions are good, the distance between the wheel tire and the vehicle body longitudinal beam is large, but the wheel threshold turning angle is still limited to the worst conditions, affecting the vehicle's steering performance.

[0080] Therefore, in order to solve the aforementioned technical problems, based on the above findings, the embodiment of the present application provides a steering control method. The distance between the wheel and the longitudinal beam of the vehicle body is calculated by obtaining the wheel jump amount and the current position of the wheel, and then the threshold turning angle of the wheel is determined according to the distance, and finally the turning angle of the wheel is determined according to the steering wheel angle and the obtained threshold turning angle. Based on the distance between the wheel and the longitudinal beam of the vehicle body, the wheel turning angle of the vehicle is increased to reduce the turning radius of the vehicle and reduce the difficulty of turning the vehicle.

[0081] The steering control method provided by the embodiment of the present application is described below in conjunction with the accompanying drawings. The method can be applied to a vehicle-mounted server, or to a cloud server or a remote physical server connected to a vehicle-mounted electronic control unit via a network or other means.

[0082] See also Figure 2 , Figure 2 A flow chart of a steering control method provided in an embodiment of the present application. The method is applied to a target vehicle, the target vehicle includes wheels and a vehicle body longitudinal beam, and the method includes:

[0083] S201: Obtain the steering wheel angle, wheel jump amount and current position of the wheel of the target vehicle.

[0084] The target vehicle may be a fuel vehicle, an electric vehicle, or a hybrid vehicle powered by fuel and electricity. The steering wheel angle may be obtained by a torque sensor arranged at the steering wheel, and the torque sensor may identify signals such as the steering wheel angle, steering wheel torque, and steering wheel speed of the target vehicle's steering wheel to determine the driver's steering intention.

[0085] The current position of the wheel includes the left and right turning angles of the wheel calculated based on the steering wheel angle, and the up and down offset positions of the wheel calculated based on the wheel jump amount.

[0086] Wheel jump refers to the distance the wheel jumps up when the vehicle's wheels jump up and down during driving. Due to the dynamic balance deviation of the wheel tires or the wear of the tires, the wheel tires will inevitably jump up and down, which will lead to the upward adjustment of the wheel.

[0087] These conditions are taken into account during the vehicle tire design process, and the up and down deflection and left and right steering of the wheel allow the wheel to sweep across the maximum wheel envelope boundary, which is called the tire envelope.

[0088] See also Figure 3 , Figure 3 A schematic diagram of a tire envelope design for a vehicle provided in an embodiment of the present application. The tire envelope is made in the manner of a roof curve, while taking into account the movement trajectory of the tire when jumping up, jumping down and turning, and a maximum wheel envelope boundary is given, and the vehicle body is designed around the wheel envelope boundary.

[0089] exist Figure 3 In the figure, the solid vertical lines in the second and third quadrants represent the partial tire envelope when the tire turns left to the threshold angle when the vehicle's steering wheel is turned all the way to the left, the solid vertical lines in the first and fourth quadrants represent the partial tire envelope when the tire turns right to the threshold angle when the vehicle's steering wheel is turned all the way to the right, the solid horizontal lines in the third and fourth quadrants represent the partial tire envelope when the tire jumps down to the limit, and the solid broken lines in the first and second quadrants represent the partial tire envelope when the vehicle jumps up to the limit.

[0090] S202: Calculate a first distance between the wheel and the longitudinal beam of the vehicle body according to the wheel jump amount and the current position of the wheel.

[0091] Since the distance between the wheel and the longitudinal beam of the vehicle body determines the threshold turning angle of the wheel, it is necessary to determine the first distance between the wheel and the longitudinal beam of the vehicle body when the vehicle is in a certain driving state, and then determine the threshold turning angle at which the wheel can turn according to the size of the distance.

[0092] As a possible implementation method, the spacing calculation can be performed through a control simulation algorithm. The control simulation algorithm is specifically as follows: the chassis suspension is simulated by using the digital mock-up technology (Digital Mock-Up) or dynamics, and the tire envelope under the current working condition is produced with reference to the aforementioned roof curve. Based on the produced tire envelope and the simulated body, the spacing between the tire envelope and the body, that is, the spacing between the wheel and the longitudinal beam of the body at this time, can be calculated.

[0093] S203: Determine a threshold turning angle of the wheel according to the first distance.

[0094] As mentioned above, the first distance between the wheel and the longitudinal beam of the vehicle body determines the threshold turning angle of the wheel, that is, when the wheel runs at the threshold turning angle, the wheel cannot touch the longitudinal beam of the vehicle body, and the minimum distance between the wheel and the longitudinal beam of the vehicle body can be preset according to the specific vehicle model.

[0095] As a possible implementation method, following step S102, the calculation of the spacing by controlling the simulation algorithm can be iteratively operated on the algorithm in the step of determining the threshold turning angle, that is, the turning angle of the wheel is changed multiple times, and the distance between the tire envelope and the vehicle body is calculated respectively until the distance between the tire envelope and the vehicle body meets the requirement. For example, the minimum distance between the tire envelope and the vehicle body is stipulated to be 1 mm. The wheel turning angle at this time is the determined threshold turning angle of the wheel.

[0096] S204: Determine a target turning angle of the target vehicle according to the steering wheel angle and the threshold turning angle.

[0097] Since the threshold turning angle of the wheel is increased mostly when the vehicle needs to turn sharply, such as when reversing into a warehouse or turning around, while the threshold turning angle of the wheel is generally not required to be increased when the vehicle turns slightly. Therefore, in some possible implementations, when determining the target turning angle of the target vehicle according to the steering wheel angle, it is first determined whether the driver's steering intention is to turn sharply, that is, the driver rotates the steering wheel in one direction exceeding the preset threshold, which is determined to be a sharp turn. At this time, the target turning angle of the target vehicle can change according to the threshold turning angle determined in step S203. For example, taking a vehicle whose steering wheel rotates 1.5 turns to one side to the dead state as an example, when the driver rotates the steering wheel more than 1 turn, it can be determined that the driver intends to turn sharply; at this time, assuming that the steering wheel angle rotated by the driver is 5 / 6 of the steering wheel threshold turning angle, the target turning angle of the target vehicle can be 5 / 6 of the wheel threshold turning angle.

[0098] In some other possible implementations, when the threshold turning angle of the wheel is determined, the threshold turning angle may be calculated according to the ratio of the steering wheel turning angle to the maximum steering wheel turning angle in the same ratio to determine the target turning angle.

[0099] S205: Determine the wheel angle of the target vehicle according to the target angle.

[0100] When the vehicle's target turning angle is determined, the vehicle's internal control system can convert the target turning angle information into an electrical signal and transmit it to the power-assisted motor in the form of a specific voltage or current. The power-assisted motor outputs the corresponding torque to achieve deceleration and torque increase through the worm gear, and then drives the wheels to rotate left and right to the target turning angle through the rack and pinion to obtain the vehicle's current wheel angle.

[0101] In order to determine the wheel angle in combination with the vehicle operating conditions and further improve the steering performance of the vehicle, based on the above embodiment, the method further includes:

[0102] Get the wheel speed of the wheel;

[0103] Determine the travel speed of the target vehicle according to the wheel speed;

[0104] Determining the wheel angle of the target vehicle according to the target angle includes:

[0105] The wheel angle of the target vehicle is determined based on the target angle and the travel speed.

[0106] The wheel speed can be obtained by a wheel speed sensor. At the same time, the wheel speed of the vehicle can be linked to the vehicle's traveling speed based on the wheel diameter of the vehicle.

[0107] In some possible implementations of the embodiments of the present application, the steering condition of the vehicle can be indirectly judged by the vehicle's travel speed, and then the wheel angle of the vehicle can be determined. For example, when the vehicle is in a low-speed condition, the vehicle steering angle is generally large, and the wheel angle of the target vehicle is also large; and when the vehicle is in a high-speed condition, the vehicle steering angle is generally small, and the wheel angle of the target vehicle is also small.

[0108] In some other possible implementations, when the vehicle is in a high-speed driving condition, the wheel angle of the vehicle is locked at the original angle, rather than increasing the first spacing to the maximum wheel angle that can be achieved by the tire envelope, to ensure the driving safety of the vehicle.

[0109] Since the vehicle speed is related to the rate of change of the wheel angle, the rate of change of the wheel angle decreases with the increase of the vehicle speed, otherwise it is easy to cause the vehicle to roll over and other safety risks. Therefore, the wheel angle can be comprehensively judged in combination with the vehicle speed to improve the vehicle's steering performance while ensuring vehicle driving safety.

[0110] To further improve the steering performance of the vehicle, based on the above embodiment, further, the target vehicle also includes a frame, and the method further includes:

[0111] Obtain the lateral acceleration of the target vehicle;

[0112] Determine the deformation of a suspension bushing of a target vehicle according to the lateral acceleration; the suspension bushing is mounted on a vehicle frame;

[0113] According to the wheel jump and the current position of the wheel, the first distance between the wheel and the longitudinal beam of the vehicle body is calculated, including:

[0114] A first spacing between the wheel and the longitudinal beam of the vehicle body is calculated according to the wheel jump amount, the current position of the wheel and the deformation of the suspension bushing.

[0115] Among them, the lateral acceleration of the target vehicle is an indicator for judging the steering state of the vehicle, which can be obtained through a lateral acceleration sensor. The suspension bushing is a flexible component used to attenuate vibrations. It is generally made of elastic materials such as rubber to improve the comfort and maneuverability of the vehicle. When the vehicle is in a turning state, the suspension bushing will deform, causing the frame of the target vehicle to deform as well. Since the tire is fixed on the suspension of the frame, the tire envelope will also increase with the deformation of the frame, and the tire will also obtain a larger steering angle. Generally speaking, the suspension bushing of the chassis suspension changes by about 5-10mm when turning, and this distance can also be used to provide space for the wheel turning angle.

[0116] For example, when the target vehicle is an off-road vehicle, the frame of the target vehicle is a chassis frame, the chassis frame is a chassis component of a load-bearing body, and the suspension bushing is installed on the chassis frame. In the steering condition, the suspension bushing on the chassis frame is deformed, and the chassis frame will also be deformed accordingly; for another example, when the target vehicle is a sedan, the frame of the target vehicle is a subframe, the subframe is a chassis structural component of a non-load-bearing body, and the subframe will also deform with the deformation of the chassis frame in the steering condition.

[0117] In some possible implementations, for different vehicle models, actual vehicle calibration and linear regression are used to input the actual measured value of the suspension bushing change during vehicle testing, gradually refine the sensitivity of the sensor value, estimate the suspension bushing change, and use it to support the algorithm calculation of the first spacing.

[0118] In some other possible implementations, this solution can be combined with the vehicle travel speed solution, that is, a comprehensive judgment is made on the vehicle's travel condition through a height sensor, a lateral acceleration sensor and a wheel speed sensor.

[0119] For example: when the vehicle lateral acceleration obtained by the vehicle lateral acceleration sensor is less than 0.1g, the vehicle is judged to be in a non-turning condition, otherwise the vehicle is judged to be in a turning condition; when the vehicle height change obtained by the vehicle height sensor is less than 20mm / min, the vehicle is judged to be driving on a flat road, otherwise the vehicle is judged to be driving on a bumpy road; when the vehicle speed is lower than 30km / h, the vehicle is judged to be in a low-speed driving condition, otherwise the vehicle is judged to be in a high-speed driving condition.

[0120] By integrating the data from various sensors, the above driving conditions can be combined to make judgments on various complex vehicle conditions. For example, the vehicle is in a low-speed bumpy cornering state or a high-speed flat non-cornering state, and then the deformation of the suspension bushing can be judged according to various conditions to support the calculation of the first spacing.

[0121] Since the suspension bushing will deform when the vehicle turns, thereby further providing space for the wheel turning angle, the deformation of the suspension bushing is calculated and the deformation, which affects the distance between the wheel and the longitudinal beam of the vehicle body, is added to increase the maximum wheel turning angle when the vehicle turns, thereby further improving the steering performance of the vehicle.

[0122] Regarding the step of determining the wheel threshold turning angle, based on the above embodiment, the method further includes:

[0123] Obtain chassis suspension hard points and steering system parameters of the target vehicle;

[0124] Determine the tire envelope of the wheel based on the wheel jump, chassis suspension hard points and steering system parameters;

[0125] Determining the threshold turning angle of the wheel according to the first spacing includes:

[0126] A threshold turning angle of the wheel is determined according to the tire envelope and the first distance.

[0127] Among them, the chassis suspension hard points and steering system parameters are preset parameters during the chassis suspension design of the vehicle, and are locked in the vehicle chassis domain controller (CDC) as internal input during suspension design and development.

[0128] As a possible implementation method, the spacing calculation can be performed through a control simulation algorithm. The control simulation algorithm is specifically as follows: the chassis suspension is simulated by using the digital mock-up technology (Digital Mock-Up) or dynamics, and the tire envelope under the current working condition is produced with reference to the aforementioned roof curve. Based on the produced tire envelope and the simulated body, the spacing between the tire envelope and the body, that is, the spacing between the wheel and the longitudinal beam of the body at this time, can be calculated.

[0129] To further improve the driving safety of the vehicle, based on the above embodiment, further, determining the wheel angle of the target vehicle according to the threshold angle and the target angle includes:

[0130] In response to the wheel speed difference of the target vehicle being less than a preset difference, a wheel angle of the target vehicle is determined based on a threshold angle and a target angle.

[0131] When a vehicle turns, the rotation speeds of the left and right wheels need to be controlled to be different in order for the vehicle to turn. The control of different wheel rotation speeds is generally achieved using a differential.

[0132] When the wheel speed difference between the left and right wheels is greater than the preset difference, that is, when the wheel speed difference of different wheel speeds controlled by the differential becomes larger, it can be known that the wheels of the vehicle slip when turning, which makes the driving safety of the vehicle present hidden risks. At this time, the vehicle should be prohibited from correcting the wheel angle to improve the driving safety of the vehicle under special working conditions.

[0133] In order to adapt to the vehicle realizing large-angle steering in a small space, based on the above embodiment, further, the first spacing between the wheel and the longitudinal beam of the vehicle body is calculated according to the wheel jump amount and the current position of the wheel, including:

[0134] In response to the steering wheel angle being equal to a threshold steering wheel angle of the target vehicle, a first spacing between the wheel and the longitudinal beam of the vehicle body is calculated according to the wheel jump amount and the current position of the wheel.

[0135] The threshold turning angle of the steering wheel is the turning angle when the steering wheel is turned to one side, that is, the maximum turning angle of the steering wheel.

[0136] In the actual application of steering control, when a large-angle steering is generally achieved in a small space, if the wheel angle of the vehicle is small, the turning radius of the vehicle will be too large, and thus steering cannot be achieved in a small space. When the vehicle is turning in a small space, the driver will turn the steering wheel to the direction in which it needs to turn, that is, control the steering wheel angle to the same as the threshold angle of the steering wheel. Therefore, in order to adapt to this working condition, when the vehicle turns, the first spacing between the wheel and the longitudinal beam of the vehicle body can be calculated when the steering wheel is turned to the end, and then the maximum turning angle of the wheel is determined according to the first spacing. Thereby, the demand for the vehicle to achieve large-angle steering in a small space can be met. At the same time, compared with the calculation process that requires iterative control simulation algorithms, directly calculating the spacing for the working condition of turning the steering wheel to the end can avoid the algorithm iteration process and improve the calculation efficiency of the maximum turning angle of the wheel.

[0137] In order to ensure that the vehicle is in normal driving condition, a spacing margin is left between the wheel and the vehicle body. Based on the above embodiment, further, determining the threshold turning angle of the wheel according to the first spacing includes:

[0138] In response to determining that the first spacing is greater than or equal to a second spacing, a threshold turning angle of the wheel is determined; the second spacing is a preset spacing between the wheel and the longitudinal beam of the vehicle body.

[0139] Because the wheel may have abnormal conditions during driving, for example, the friction between the tire and the ground generates heat, causing the wheel tire and the gas inside the tire to expand and contract due to heat, causing the tire volume to increase, thereby causing the first distance between the wheel and the vehicle body longitudinal beam to decrease. When calculating the first distance, the wheel may touch the vehicle body longitudinal beam due to the increase in tire volume. Therefore, a preset distance can be stored in advance, which can be a safe distance between the wheel and the vehicle body longitudinal beam, that is, the second distance.

[0140] In some possible implementations of the embodiments of the present application, the preset spacing can be set to 2 mm, that is, the minimum spacing between the wheel and the longitudinal beam of the vehicle body is 2 mm. When the first spacing is equal to 2 mm, the wheel angle at this time is determined as the threshold angle.

[0141] By setting the spacing threshold, a safe distance is maintained between the wheel and the longitudinal beam of the vehicle body, thereby improving the steering control's adaptability to working conditions.

[0142] See also Figure 4 , Figure 4 A step diagram of a steering control method provided in an embodiment of the present application. The execution hardware of the steering control method includes a sensor 410 and a controller 420, and the specific steps include:

[0143] S401: Turn the steering wheel;

[0144] S411: Obtain lateral acceleration through an acceleration sensor;

[0145] S412: Obtaining wheel jump amount through a height sensor;

[0146] S413: obtaining a steering wheel direction, a steering wheel angle, and a steering wheel torque through a torque sensor;

[0147] S414: obtaining a real-time wheel angle;

[0148] S421: Calculate the target turning angle of the wheel;

[0149] S422: Calculate the maximum turning angle of the wheel;

[0150] S423: Comprehensively determine the wheel angle;

[0151] S402: Converting the wheel angle into corresponding voltage and current through an electrical signal;

[0152] S403: converting the voltage and current into corresponding motor torque through the power assist motor;

[0153] S404: Speed ​​reduction and torque increase through worm gear;

[0154] S405: Control the wheel rotation through the gear rack, and send the wheel angle signal to the sensor to activate S414 so that the sensor can obtain the real-time wheel angle.

[0155] See also Figure 5 , Figure 5 This is a structural block diagram of a device for steering control provided in an embodiment of the present application. The device includes:

[0156] A first acquisition unit 510 is used to acquire the steering wheel angle of the target vehicle, the wheel jump amount of the wheel and the current position of the wheel;

[0157] A spacing calculation unit 520, configured to calculate a first spacing between the wheel and the longitudinal beam of the vehicle body according to the wheel jump amount and the current position of the wheel;

[0158] A first determining unit 530, configured to determine a threshold turning angle of the wheel according to the first spacing;

[0159] A second determining unit 540 is used to determine a target angle of the target vehicle according to the steering wheel angle and the threshold angle;

[0160] The third determining unit 550 is configured to determine the wheel angle of the target vehicle according to the target angle.

[0161] As a possible implementation manner, the device further includes:

[0162] A second acquisition unit, used for acquiring the wheel speed of the wheel;

[0163] a fourth determining unit, configured to determine a traveling speed of the target vehicle according to the wheel speed;

[0164] The third determining unit is further configured to:

[0165] The wheel angle of the target vehicle is determined according to the target angle and the travel speed.

[0166] As a possible implementation, the target vehicle further includes a frame, and the device further includes:

[0167] A third acquisition unit, used to acquire the lateral acceleration of the target vehicle;

[0168] a fifth determining unit, configured to determine a deformation amount of a suspension bushing of the target vehicle according to the lateral acceleration; the suspension bushing being mounted on the vehicle frame;

[0169] The spacing calculation unit is further used for:

[0170] A first spacing between the wheel and the vehicle body longitudinal beam is calculated according to the wheel jump amount, the current position of the wheel and the deformation amount of the suspension bushing.

[0171] As a possible implementation manner, the device further includes:

[0172] A fourth acquisition unit, used to acquire chassis suspension hard points and steering system parameters of the target vehicle;

[0173] a sixth determining unit, configured to determine a tire envelope of the wheel according to the wheel jump amount, the chassis suspension hard point and the steering system parameter;

[0174] The second determining unit is further configured to:

[0175] A threshold turning angle of the wheel is determined according to the tire envelope and the first distance.

[0176] As a possible implementation manner, the third determining unit is further configured to:

[0177] In response to the wheel speed difference of the target vehicle being less than a preset difference, a wheel turning angle of the target vehicle is determined according to the target turning angle.

[0178] As a possible implementation manner, the distance calculation unit is further used to:

[0179] In response to the steering wheel angle being equal to a threshold steering wheel angle of the target vehicle, a first spacing between the wheel and the vehicle body longitudinal beam is calculated according to the wheel jump amount and the current position of the wheel.

[0180] As a possible implementation manner, the first determining unit is further configured to:

[0181] In response to determining that the first spacing is greater than or equal to a second spacing, a threshold rotation angle of the wheel is determined; the second spacing is a preset spacing between the wheel and the vehicle body longitudinal beam.

[0182] It can be seen from the above technical solution that, since the design of the vehicle tire envelope ensures the distance between the wheel and the longitudinal beam of the vehicle body under the worst working conditions, and the distance between the wheel and the longitudinal beam of the vehicle body under non-worst working conditions is larger, the technical solution provided by this application calculates the first spacing between the wheel and the longitudinal beam of the vehicle body according to the amount of wheel jump during actual driving of the vehicle and the actual position of the wheel; then determines the threshold turning angle of the wheel according to the first spacing; then determines the target turning angle of the target vehicle according to the steering wheel angle; and determines the wheel turning angle of the target vehicle according to the threshold turning angle and the target turning angle. The distance between the wheel and the longitudinal beam of the vehicle body under non-worst working conditions is used to increase the wheel turning angle of the target vehicle, thereby reducing the turning radius of the target vehicle and reducing the steering difficulty of the target vehicle.

[0183] See also Figure 6 , Figure 6 This is a block diagram of a computer device for vehicle cover simulation provided in an embodiment of the present application. The computer device includes a processor 610 and a memory 620:

[0184] The memory 620 is used to store program codes and transmit the program codes to the processor;

[0185] The processor 610 is used to execute any one of the steering control methods provided in the above embodiments according to the instructions in the program code.

[0186] The embodiment of the present application further discloses a computer-readable storage medium, which is used to store a computer program. When the computer program is executed by a processor, it is used to execute any one of the steering control methods provided in the above embodiments.

[0187] It is understandable that the method can be applied to a processing device, which is a processing device capable of performing motion control, for example, a terminal device or a server with a motion control function. The method can be executed independently by a terminal device or a server, or can be applied to a network scenario in which a terminal device and a server communicate, and is executed by the cooperation of the terminal device and the server. Among them, the terminal device can be a computer, a mobile phone and other devices. The server can be understood as an application server or a Web server. In actual deployment, the server can be an independent server or a cluster server.

[0188] A person of ordinary skill in the art can understand that all or part of the steps of implementing the above-mentioned method embodiment can be completed by hardware related to program instructions, and the above-mentioned program can be stored in a computer-readable storage medium. When the program is executed, it executes the steps of the above-mentioned method embodiment; and the above-mentioned storage medium can be at least one of the following media: read-only memory (English: read-only memory, abbreviated: ROM), RAM, magnetic disk or optical disk, etc. Various media that can store program codes.

[0189] It should be noted that each embodiment in this specification is described in a progressive manner, and the same and similar parts between the embodiments can refer to each other, and each embodiment focuses on the differences from other embodiments. In particular, for the device and system embodiments, since they are basically similar to the method embodiments, the description is relatively simple, and the relevant parts can refer to the partial description of the method embodiments. The device and system embodiments described above are merely schematic, in which the units described as separate components may or may not be physically separated, and the components displayed as units may or may not be physical units, that is, they may be located in one place, or they may be distributed on multiple network units. Some or all of the modules can be selected according to actual needs to achieve the purpose of the scheme of this embodiment. Ordinary technicians in this field can understand and implement it without paying creative work.

[0190] The above is only a specific implementation of the present application, but the protection scope of the present application is not limited thereto. Any changes or substitutions that can be easily thought of by a person skilled in the art within the technical scope disclosed in the present application should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

Claims

1. A steering control method, characterized in that: The method is applied to a target vehicle, the target vehicle comprising wheels and a vehicle body longitudinal beam, and the method comprises: Obtaining the steering wheel angle of the target vehicle, the wheel jump amount of the wheel and the current position of the wheel; Calculating a first distance between the wheel and the longitudinal beam of the vehicle body according to the wheel jump amount and the current position of the wheel; determining a threshold turning angle of the wheel according to the first spacing; Determining a target turning angle of the target vehicle according to the steering wheel angle and the threshold turning angle; The wheel angle of the target vehicle is determined according to the target angle.

2. The method according to claim 1, characterized in that The method further comprises: Obtaining the wheel speed of the wheel; Determining the travel speed of the target vehicle according to the wheel speed; Determining the wheel angle of the target vehicle according to the target angle includes: The wheel angle of the target vehicle is determined according to the target angle and the travel speed.

3. The method according to claim 1, characterized in that The target vehicle also includes a frame, and the method further includes: Obtaining the lateral acceleration of the target vehicle; Determining a deformation amount of a suspension bushing of the target vehicle according to the lateral acceleration; the suspension bushing is mounted on the vehicle frame; The calculating, according to the wheel jump amount and the current position of the wheel, a first spacing between the wheel and the longitudinal beam of the vehicle body comprises: A first spacing between the wheel and the vehicle body longitudinal beam is calculated according to the wheel jump amount, the current position of the wheel and the deformation amount of the suspension bushing.

4. The method according to claim 3, characterized in that The method further comprises: Obtaining chassis suspension hard points and steering system parameters of the target vehicle; Determining a tire envelope of the wheel according to the wheel jump amount, the chassis suspension hard point and the steering system parameter; Determining the threshold turning angle of the wheel according to the first spacing includes: A threshold turning angle of the wheel is determined according to the tire envelope and the first distance.

5. The method according to claim 1, characterized in that Determining the wheel angle of the target vehicle according to the target angle includes: In response to determining that the wheel speed difference of the target vehicle is less than a preset difference, a wheel turning angle of the target vehicle is determined according to the target turning angle.

6. The method according to claim 1, characterized in that The calculating, according to the wheel jump amount and the current position of the wheel, a first spacing between the wheel and the longitudinal beam of the vehicle body comprises: In response to the steering wheel angle being equal to a threshold steering wheel angle of the target vehicle, a first spacing between the wheel and the vehicle body longitudinal beam is calculated according to the wheel jump amount and the current position of the wheel.

7. The method according to claim 1, characterized in that Determining the threshold turning angle of the wheel according to the first spacing includes: In response to determining that the first spacing is greater than or equal to a second spacing, a threshold rotation angle of the wheel is determined; the second spacing is a preset spacing between the wheel and the vehicle body longitudinal beam.

8. A steering control device, characterized in that: The device comprises: A first acquisition unit is used to acquire the steering wheel angle of the target vehicle, the wheel jump amount of the wheel and the current position of the wheel; A spacing calculation unit, used for calculating a first spacing between the wheel and the longitudinal beam of the vehicle body according to the wheel jump amount and the current position of the wheel; a first determining unit, configured to determine a threshold turning angle of the wheel according to the first spacing; a second determining unit, configured to determine a target turning angle of the target vehicle according to the steering wheel angle and the threshold turning angle; The third determining unit is used to determine the wheel angle of the target vehicle according to the target angle.

9. A computer device, characterized in that: The computer device comprises a processor and a memory: The memory is used to store program code and transmit the program code to the processor; The processor is used to execute the steering control method described in any one of claims 1-7 according to the instructions in the program code.

10. A computer-readable storage medium, characterized in that: The computer-readable storage medium is used to store a computer program, and when the computer program is executed by a processor, the computer program is used to execute the steering control method according to any one of claims 1 to 7.

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