Cooperative control method for steering and braking of vehicle and related device

Abstract

The invention discloses a vehicle steering and braking cooperative control method and a related device. The cooperative control method comprises the steps that the actual yaw velocity of a vehicle at the current moment is obtained, and the expected yaw velocity of the vehicle at the current moment is obtained; in response to the steering metric being greater than a first threshold, determining that the vehicle has over-steering at the current moment; or, in response to the situation that the steering metric is smaller than a second threshold value, determining that the vehicle has understeering at the current moment; and in response to the over-steering or under-steering of the vehicle, controlling a steering actuator of the vehicle to adjust the steering torque of the vehicle at the next moment, and controlling a brake actuator of the vehicle to provide the yaw torque of the vehicle at the next moment. According to the scheme, the steering performance of the vehicle is improved while safe and stable driving of the vehicle is guaranteed.

Description

Technical Field

[0001] This application relates to the technical field of assisted driving, and particularly to a cooperative control method and related device for vehicle steering and braking. Background Art

[0002] When a vehicle performs a steering operation, if the vehicle exhibits understeer or oversteer, to ensure the driving stability of the vehicle, it is necessary to immediately make corresponding adjustments to the vehicle to correct understeer or oversteer.

[0003] In related technologies, mainly by applying additional braking force to the wheels of the vehicle, so that the vehicle generates a certain braking torque. Since the generated braking torque is small, in the case of high understeer or oversteer of the vehicle, it is impossible to ensure the stable driving of the vehicle while the vehicle also has sufficient steering performance. Summary of the Invention

[0004] This application provides a cooperative control method and related device for vehicle steering and braking.

[0005] One technical solution adopted in this application is to provide a cooperative control method for vehicle steering and braking, the method includes:

[0006] Obtain the actual yaw rate of the vehicle at the current moment, and obtain the desired yaw rate of the vehicle at the current moment; wherein, the desired yaw rate is determined in the assisted driving mode, or, the desired yaw rate is determined by the steering wheel angle and wheel speed of the vehicle at the current moment in the non-assisted driving mode;

[0007] In response to the steering metric being greater than a first threshold, it is determined that the vehicle has oversteered at the current moment; or, in response to the steering metric being less than a second threshold, it is determined that the vehicle has understeered at the current moment, wherein the steering metric is determined by the quotient of the actual yaw rate and the desired yaw rate, and the first threshold is greater than the second threshold;

[0008] In response to the vehicle having oversteered or understeered, control the steering actuator of the vehicle to adjust the steering torque of the vehicle at the next moment, and control the braking actuator of the vehicle to provide the yaw torque of the vehicle at the next moment.

[0009] Optionally, in response to the vehicle having oversteered or understeered, controlling the steering actuator of the vehicle to adjust the steering torque of the vehicle at the next moment, and controlling the braking actuator of the vehicle to adjust the yaw torque of the vehicle at the next moment, includes:

[0010] In response to the vehicle experiencing oversteer, control the steering actuator of the vehicle to reduce the steering torque of the vehicle at the next moment, and control the braking actuator of the vehicle to provide a yaw moment for the vehicle at the next moment; wherein, the direction of the yaw moment is opposite to the steering direction of the vehicle.

[0011] Optionally, in response to the vehicle experiencing oversteer or understeer, control the steering actuator of the vehicle to adjust the steering torque of the vehicle at the next moment, and control the braking actuator of the vehicle to adjust the yaw moment of the vehicle at the next moment, including:

[0012] In response to the vehicle experiencing understeer, control the steering actuator of the vehicle to increase the steering torque of the vehicle at the next moment, and control the braking actuator of the vehicle to provide a yaw moment for the vehicle at the next moment; wherein, the direction of the yaw moment is the same as the steering direction of the vehicle.

[0013] Optionally, obtaining the desired yaw rate of the vehicle at the current moment includes:

[0014] In the non-assisted driving mode, use the steering wheel angle, wheel speed, wheelbase, transmission ratio between the steering wheel angle and the wheel angle, and characteristic vehicle speed of the vehicle at the current moment to determine the desired yaw rate.

[0015] Optionally, obtaining the desired yaw rate of the vehicle at the current moment includes:

[0016] In the assisted driving mode, in response to the vehicle being in an emergency steering condition, determine the target yaw rate corresponding to the emergency steering;

[0017] Use the target yaw rate as the desired yaw rate.

[0018] Another technical solution adopted by this application is to provide a steering and braking control device. The steering and braking control device includes a processing unit, a storage unit connected to the processing unit, and an information acquisition module, wherein,

[0019] The storage unit stores program instructions;

[0020] The output end of the information acquisition module is coupled to the processing unit, and the information acquisition module is used to acquire vehicle operation information;

[0021] The processing unit is respectively coupled to the steering actuator and the braking actuator, and the processing unit is used to execute the program instructions stored in the storage unit to implement the collaborative control method of vehicle steering and braking as described above.

[0022] Optionally, the steering and braking control device further includes a steering drive circuit;

[0023] The steering actuator includes a steering motor and a steering motor position sensor. The processing unit is coupled to the steering motor through a steering drive circuit. The steering motor position sensor is disposed on the steering motor, and the output end of the steering motor position sensor is coupled to the processing unit.

[0024] Optionally, the steering and braking control device further includes a braking motor position sensor and a braking drive circuit;

[0025] The braking actuator includes a braking solenoid valve and a braking motor. The processing unit is coupled to the control end of the braking solenoid valve. The processing unit is coupled to the braking motor through a braking drive circuit. The processing unit is coupled to the output end of the braking motor position sensor.

[0026] Optionally, the information acquisition module includes a CAN communication unit interface, a wheel speed sensor interface, a steering wheel torque and angle sensor interface, and a pedal position sensor interface;

[0027] The CAN communication unit interface is used to acquire the operation information in the controller of the vehicle chassis; the wheel speed sensor interface is used to acquire the wheel speed information of the wheels; the steering wheel torque and angle sensor interface is used to acquire the steering wheel angle information; the pedal position sensor interface is used to acquire the pedal braking information.

[0028] Another technical solution adopted by this application is to provide a vehicle, which includes the steering and braking control device as described above.

[0029] The beneficial effects of this application are as follows: determining the desired yaw rate of the vehicle at the current moment in the assisted driving mode, or in the non-assisted driving mode, determining the desired yaw rate of the vehicle at the current moment according to the steering wheel and wheel speed at the current moment; and acquiring the actual yaw rate of the vehicle at the current moment; then determining the steering metric according to the quotient of the actual yaw rate and the desired yaw rate of the vehicle at the current moment; in response to the steering metric being greater than the first threshold, determining that the vehicle has oversteered at the current moment; or, in response to the steering metric being less than the second threshold, determining that the vehicle has understeered at the current moment; in response to the vehicle having oversteered or understeered, controlling the steering actuator of the vehicle to adjust the steering torque of the vehicle at the next moment, and controlling the braking actuator of the vehicle to provide the yaw torque of the vehicle at the next moment. The vehicle steering and braking collaborative control method provided by this application, in the case of oversteering or understeering of the vehicle, uses the steering actuator and braking actuator of the vehicle to simultaneously output corresponding steering torque and braking torque, effectively increasing the steering ability of the vehicle while ensuring the driving stability of the vehicle. Description of the Drawings

[0030] To more clearly illustrate the technical solutions in the embodiments of the present application, the following will briefly introduce the accompanying drawings required for the description of the embodiments. Obviously, the accompanying drawings in the following description are only some embodiments of the present application. For those of ordinary skill in the art, without creative efforts, other accompanying drawings can be obtained based on these drawings.

[0031] Figure 1 is a schematic flowchart of an embodiment of the collaborative control method for vehicle steering and braking provided by the present application;

[0032] Figure 2 is a schematic flowchart of another embodiment of the collaborative control method for vehicle steering and braking provided by the present application;

[0033] Figure 3 is a schematic structural diagram of an embodiment of the steering and braking control device provided by the present application;

[0034] Figure 4 is a schematic structural diagram of an embodiment of the vehicle provided by the present application;

[0035] Figure 5 is a schematic structural diagram of an embodiment of the computer storage medium provided by the present application. Detailed implementation manners

[0036] The following will clearly and completely describe the technical solutions in the embodiments of the present application with reference to the accompanying drawings in the embodiments of the present application. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative efforts belong to the scope of protection of the present application.

[0037] In the related art, to avoid vehicle instability during steering due to understeering or oversteering. When it is determined that the vehicle has understeering or oversteering, the braking actuator of the vehicle is controlled to apply different braking forces to each wheel of the vehicle to improve the steering performance of the vehicle.

[0038] The present application mainly designs a method to improve the steering performance of a vehicle. Different from the traditional method, when the vehicle has understeering or oversteering, the steering actuator and the braking actuator are simultaneously controlled to perform corresponding steering and braking operations. By the steering torque generated by the steering actuator and the braking torque generated by the braking actuator, the yaw angular velocity of the vehicle is further increased to improve the steering performance of the vehicle.

[0039] Specifically, please refer to Figure 1 , Figure 1 which is a schematic flowchart of an embodiment of the collaborative control method for vehicle steering and braking provided by the present application.

[0040] As Figure 1 shown, the collaborative control method for vehicle steering and braking according to the embodiments of the present application may specifically include the following steps:

[0041] S1. Obtain the actual yaw rate of the vehicle at the current moment, and obtain the desired yaw rate of the vehicle at the current moment.

[0042] The collaborative control method for vehicle steering and braking provided by the present application is mainly executed by a steering and braking control device. In some possible application scenarios, the steering and braking control device may be the controller of the vehicle chassis itself. In some possible application scenarios, the steering and braking control device may be a device communicatively connected to the controller of the vehicle chassis, and this device may be a device for monitoring images, a user equipment (UE), a mobile device, a user terminal, a terminal, a cellular phone, a cordless phone, a personal digital assistant (PDA), a handheld device, a computing device, an in-vehicle device, a wearable device, and any one or more of products such as an autonomous vehicle, a robot, a security system, glasses or helmets for augmented reality or virtual reality. In some possible implementation manners, the collaborative control method for vehicle steering and braking may be implemented by a processor calling computer-readable instructions stored in a memory.

[0043] Specifically, the steering and braking control device obtains the actual yaw rate of the vehicle at the current moment from the inertial measurement unit (IMU) of the vehicle. And, the steering and braking control device obtains the steering wheel angle and wheel speed of the vehicle at the current moment, and then determines the desired yaw rate of the vehicle at the current moment.

[0044] In some embodiments, the steering and braking control device performs a filtering operation on the raw yaw rate collected by the IMU at the current moment to obtain the actual yaw rate at the current moment. Specifically, the following relationship is satisfied:

[0045] Yaw actual [k] = b * Yaw0[k] + b * Yaw0[k - 1] - a * Yaw actual [k - 1]

[0046] Wherein, Yaw actual [k] is the actual yaw rate at the current moment, Yaw0[k] is the raw yaw rate collected by the IMU at the current moment, Yaw0[k - 1] is the raw yaw rate collected by the IMU at the previous moment, and Yaw actual [k - 1] is the actual yaw rate at the previous moment, and a and b are filtering coefficients respectively, which can be adjusted according to actual situations.

[0047] In some embodiments, it is desirable that the yaw rate is determined by the steering and braking control device when the assisted driving mode is activated.

[0048] In some embodiments, when the assisted driving mode is not activated, the desired yaw rate is determined by the steering and braking control device based on the steering wheel angle and wheel speed of the vehicle at the current moment.

[0049] It should be noted that the wheel speeds mentioned in the embodiments of the present application may be the wheel speeds corresponding to each wheel. For example, the wheel speeds include the wheel speeds of the front left wheel, front right wheel, rear left wheel, and rear right wheel.

[0050] S2. In response to the steering metric being greater than the first threshold, it is determined that the vehicle has oversteered at the current moment.

[0051] Wherein, the steering metric is the quotient of the actual yaw rate and the desired yaw rate. In some embodiments, the steering metric satisfies the following relationship:

[0052]

[0053] Wherein, OS-US metric is the steering metric, Yaw actual is the actual yaw rate, Yaw tArgET is the desired yaw rate.

[0054] Specifically, in response to the steering metric being greater than the first threshold, the steering and braking control device determines that the vehicle has oversteered at the current moment.

[0055] In some embodiments, the first threshold is greater than 1. Exemplarily, the first threshold is any one of 1.1 and 1.2. It should be noted that in actual scenarios, considering reasons such as uneven vehicle weight, road slope, different road surface adhesion coefficients, and tire grip, the first threshold can be greater than 1 to avoid the steering and braking control device misjudging that the vehicle has oversteered and thus controlling the steering actuator of the vehicle to make adjustments (such as reducing the steering degree), which may affect the stable driving of the vehicle.

[0056] S3. In response to the steering metric being less than the second threshold, it is determined that the vehicle has understeered at the current moment.

[0057] Specifically, in response to the steering metric being less than the second threshold, the steering and braking control device determines that the vehicle has understeered at the current moment.

[0058] Wherein, the first threshold is greater than the second threshold. Optionally, the second threshold is less than 1. Exemplarily, the second threshold can be any one of 0.8 and 0.9.

[0059] It should be noted that, to avoid the vehicle being repeatedly determined as oversteering or understeering, unequal first and second thresholds are set in this embodiment. When the steering metric is between the second threshold and the first threshold, the steering and braking control device controls one of the steering actuator and the braking actuator to adjust the steering torque or yaw moment of the vehicle at the next moment. In this way, there is no need to significantly adjust the yaw ability of the vehicle.

[0060] In some application scenarios, the steering and braking control device only controls the braking actuator and performs at least one of the operations such as anti-lock braking / EBD (electronic brake force distribution), traction control, vehicle dynamic control, automatic parking, and coordinated regenerative braking.

[0061] In some application scenarios, the steering and braking control device only controls the steering actuator and performs at least one of the operations such as speed-sensitive power assist, active return-to-center, damping control, friction compensation, inertia compensation, and soft stop protection.

[0062] S4. In response to the vehicle having oversteering or understeering, control the steering actuator of the vehicle to adjust the steering torque of the vehicle at the next moment, and control the braking actuator of the vehicle to provide the yaw moment of the vehicle at the next moment.

[0063] In some embodiments, in response to the vehicle having oversteering, the steering and braking control device controls the steering actuator of the vehicle to reduce the steering torque of the vehicle at the next moment, and controls the braking actuator of the vehicle to provide the yaw moment of the vehicle at the next moment. In the above manner, without the driver's active intervention, the steering torque of the vehicle can be effectively reduced in a short time to correct the oversteering of the vehicle, ensuring that the vehicle has a stable steering ability while having a stable driving ability.

[0064] In some embodiments, in response to the vehicle having understeering, the steering and braking control device controls the steering actuator of the vehicle to increase the steering torque of the vehicle at the next moment, and controls the braking actuator of the vehicle to provide the yaw moment of the vehicle at the next moment. Without the driver's active intervention, the steering torque of the vehicle can be effectively increased in a short time to correct the oversteering of the vehicle, ensuring that the vehicle has a stable steering ability while having a stable driving ability.

[0065] In some embodiments, the steering and braking control device determines the magnitude of the steering torque that the steering actuator needs to output, sends a steering torque request to the steering actuator, and the steering actuator receives the steering torque request and determines the drive current of the steering actuator. In the above manner, the steering actuator can output the corresponding steering torque faster.

[0066] In some embodiments, the steering and braking control device determines the magnitude of the braking torque that the brake actuator needs to output, and provides a corresponding drive current to the brake actuator. The brake driver outputs a corresponding braking torque according to the drive current. In the above manner, the brake actuator outputs the corresponding braking torque more quickly. It can be understood that each wheel corresponds to a brake actuator, and the braking torques of each wheel can be the same or different.

[0067] In the related art, in the case of oversteering or understeering of the vehicle, only the brake actuator of the vehicle is controlled to provide the yaw moment of the vehicle at the next moment. It has been found through research that this solution can only bring a certain yaw moment to the vehicle, and there is still a large room for improvement in the steering performance of the vehicle. The collaborative control method for vehicle steering and braking provided by the present application adjusts (such as increasing or decreasing) the steering moment of the vehicle at the next moment and provides the yaw moment of the vehicle at the next moment by collaboratively controlling the steering actuator and the brake actuator of the vehicle, further improving the stable steering performance of the vehicle.

[0068] In the above solution, the desired yaw angular velocity of the vehicle at the current moment is determined in the assisted driving mode, or in the non-assisted driving mode, the desired yaw angular velocity of the vehicle at the current moment is determined according to the steering wheel and the wheel speeds at the current moment; and the actual yaw angular velocity of the vehicle at the current moment is obtained; then, according to the quotient of the actual yaw angular velocity and the desired yaw angular velocity of the vehicle at the current moment, the steering metric is determined; in response to the steering metric being greater than the first threshold, it is determined that the vehicle has oversteered at the current moment; or, in response to the steering metric being less than the second threshold, it is determined that the vehicle has understeered at the current moment; in response to the vehicle having oversteered or understeered, the steering actuator of the vehicle is controlled to adjust the steering moment of the vehicle at the next moment, and the brake actuator of the vehicle is controlled to provide the yaw moment of the vehicle at the next moment. The collaborative control method for vehicle steering and braking provided by the present application uses the steering actuator and the brake actuator of the vehicle to output corresponding steering torques and braking torques simultaneously in the case of oversteering or understeering of the vehicle, effectively increasing the steering ability of the vehicle while ensuring the driving stability of the vehicle.

[0069] Another embodiment of the collaborative control method for vehicle steering and braking provided by the present application may specifically include the following steps:

[0070] S11, obtain the actual yaw angular velocity of the vehicle at the current moment, and obtain the desired yaw angular velocity of the vehicle at the current moment.

[0071] In some embodiments, the desired yaw angular velocity of the vehicle at the current moment is determined in the following manner:

[0072] The steering and braking control device determines the desired yaw rate by using the steering wheel angle, wheel speed, wheelbase, transmission ratio between the steering wheel angle and the wheel angle, and characteristic vehicle speed of the vehicle at the current moment.

[0073] In some embodiments, in the non-assisted driving mode, the desired yaw rate satisfies the following relationship:

[0074]

[0075] Where, Yaw TArget is the desired yaw rate, Vref is the current reference vehicle speed, WheelBase is the wheelbase, Str Angle is the steering wheel angle, Str Ratip is the transmission ratio between the steering wheel angle and the wheel angle, and Vch is the characteristic vehicle speed.

[0076] Among them, the wheelbase, the transmission ratio between the steering wheel angle and the wheel angle are constants, which can be determined from the actual parameters of the vehicle.

[0077] Among them, the current reference vehicle speed is jointly determined by the wheel speeds of each wheel.

[0078] Among them, the characteristic vehicle speed is calibrated by real vehicle experiment tests.

[0079] In some possible application scenarios, the "non-assisted driving mode" can be the case where the vehicle's assisted driving mode is not activated.

[0080] It should be noted that in the non-assisted driving mode, when the driver performs an emergency steering operation, there is a certain delay during the process from operating the steering wheel to the steering wheel turning, and the yaw rate generated by the vehicle during the above steering process may be small, making it difficult to meet the requirements of emergency steering. In this embodiment, by controlling the steering actuator, the vehicle is assisted to steer, further improving the vehicle's steering ability. On this basis, if the vehicle is in oversteer or understeer, the steering and braking control device decomposes the desired steering angular velocity of the vehicle into a steering torque and a yaw torque, then controls the steering actuator to output the corresponding steering torque, and at the same time controls the braking actuator to output the corresponding braking torque, so as to increase or decrease the yaw rate of the vehicle at the next moment, and improve the steering performance of the vehicle on the premise of ensuring the stable driving of the vehicle.

[0081] S12. In response to the steering metric being greater than the first threshold, it is determined that the vehicle has oversteered at the current moment.

[0082] S13. In response to the vehicle having oversteered, control the vehicle's steering actuator to reduce the steering torque of the vehicle at the next moment, and control the vehicle's braking actuator to provide the yaw torque of the vehicle at the next moment.

[0083] Among them, the direction of the yaw moment is opposite to the steering direction of the vehicle.

[0084] Specifically, in response to the vehicle having oversteer, the steering and braking control device controls the steering actuator of the vehicle to reduce the steering torque of the vehicle at the next moment, and controls the braking actuator of the vehicle to provide a yaw moment opposite to the steering direction of the vehicle at the next moment, further canceling the steering error of the vehicle's oversteer.

[0085] In some embodiments, the steering and braking control device determines the yaw angular velocity difference between the actual yaw angular velocity and the desired yaw angular velocity of the vehicle at the current moment, and then decomposes the yaw angular velocity difference into a first steering torque and a first braking torque. It can be understood that in this scenario, the direction of the yaw angular velocity difference is opposite to the steering direction of the vehicle. In addition, the directions of the first steering torque and the first yaw torque are respectively opposite to the steering direction of the vehicle.

[0086] Further, the steering and braking control device determines the current steering torque of the vehicle at the current moment according to the actual yaw angular velocity of the vehicle at the current moment, and uses the difference between the current steering torque and the first steering torque to determine the steering torque output by the steering actuator at the next moment; and takes the first braking torque as the braking torque output by the braking actuator at the next moment.

[0087] In the above solution, the desired yaw angular velocity of the vehicle at the current moment is determined in the assisted driving mode, or in the non-assisted driving mode, the desired yaw angular velocity of the vehicle at the current moment is determined according to the steering wheel and wheel speed at the current moment; and the actual yaw angular velocity of the vehicle at the current moment is obtained; then, according to the quotient of the actual yaw angular velocity and the desired yaw angular velocity of the vehicle at the current moment, the steering metric is determined; in response to the steering metric being greater than the first threshold, it is determined that the vehicle has oversteer at the current moment; or, in response to the steering metric being less than the second threshold, it is determined that the vehicle has understeer at the current moment; in response to the vehicle having oversteer or understeer, the steering actuator of the vehicle is controlled to adjust the steering torque of the vehicle at the next moment, and the braking actuator of the vehicle is controlled to provide the yaw torque of the vehicle at the next moment. The collaborative control method for vehicle steering and braking provided by the present application, in the case of vehicle oversteer or understeer, uses the steering actuator and braking actuator of the vehicle to simultaneously output corresponding steering torque and braking torque, effectively increasing the steering ability of the vehicle while ensuring the driving stability of the vehicle.

[0088] Another embodiment of the collaborative control method for vehicle steering and braking provided by the present application may specifically include the following steps:

[0089] S21. Obtain the actual yaw rate of the vehicle at the current moment and obtain the desired yaw rate of the vehicle at the current moment.

[0090] S22. In response to the steering metric being less than the second threshold, determine that the vehicle has understeer at the current moment.

[0091] S23. In response to the vehicle having understeer, control the steering actuator of the vehicle to increase the steering torque of the vehicle at the next moment, and control the braking actuator of the vehicle to provide a yaw torque of the vehicle at the next moment.

[0092] Wherein, the direction of the yaw torque is the same as the steering direction of the vehicle.

[0093] Specifically, in response to the vehicle having understeer, the steering and braking control device controls the steering actuator of the vehicle to increase the steering torque of the vehicle at the next moment, and controls the braking actuator of the vehicle to provide a yaw torque in the same direction as the steering direction of the vehicle at the next moment, further compensating for the steering error of the vehicle understeer.

[0094] In some embodiments, the steering and braking control device determines the yaw rate difference between the actual yaw rate and the desired yaw rate of the vehicle at the current moment, and then decomposes the yaw rate difference into a second steering torque and a second braking torque. It can be understood that in this scenario, the direction of the yaw rate difference is the same as the steering direction of the vehicle. In addition, the directions of the second steering torque and the second yaw torque are respectively the same as the steering direction of the vehicle.

[0095] Further, the steering and braking control device determines the current steering torque of the vehicle at the current moment according to the actual yaw rate of the vehicle at the current moment, and uses the sum of the current steering torque and the second steering torque to determine the steering torque output by the steering actuator at the next moment; and uses the second braking torque as the braking torque output by the braking actuator at the next moment.

[0096] In the above solution, the desired yaw rate of the vehicle at the current moment is determined in the assisted driving mode, or in the non-assisted driving mode, the desired yaw rate of the vehicle at the current moment is determined according to the steering wheel and wheel speed at the current moment; and the actual yaw rate of the vehicle at the current moment is obtained; then, according to the quotient of the actual yaw rate and the desired yaw rate of the vehicle at the current moment, the steering metric is determined; in response to the steering metric being greater than the first threshold, it is determined that the vehicle has oversteered at the current moment; or, in response to the steering metric being less than the second threshold, it is determined that the vehicle has understeered at the current moment; in response to the vehicle having oversteered or understeered, the steering actuator of the vehicle is controlled to adjust the steering torque of the vehicle at the next moment, and the braking actuator of the vehicle is controlled to provide the yaw torque of the vehicle at the next moment. The collaborative control method for vehicle steering and braking provided by the present application, in the case of the vehicle having oversteered or understeered, utilizes the steering actuator and braking actuator of the vehicle to simultaneously output the corresponding steering torque and braking torque, effectively increasing the steering ability of the vehicle while ensuring the driving stability of the vehicle.

[0097] Another embodiment of the collaborative control method for vehicle steering and braking provided by the present application may specifically include the following steps:

[0098] S31. Obtain the actual yaw rate of the vehicle at the current moment.

[0099] S32. In the assisted driving mode, in response to the vehicle being in an emergency steering condition, determine the target yaw rate corresponding to the emergency steering.

[0100] Specifically, in the case of activating the assisted driving mode, if there are obstacles (dynamic obstacles and / or static obstacles) on the vehicle driving path and the vehicle cannot avoid colliding with the obstacles by means of emergency braking, the vehicle needs to perform an emergency steering operation to avoid the obstacles. Further, in response to the vehicle being in an emergency steering condition, the steering and braking control device determines the target yaw rate required for implementing the emergency steering according to the positions of the vehicle and the obstacles at the current moment.

[0101] S33. Use the target yaw rate as the desired yaw rate.

[0102] Specifically, the steering and braking control device uses the target yaw rate as the desired yaw rate.

[0103] In some embodiments, the steering and braking control device decomposes the desired yaw rate into a third steering torque and a third braking torque, and controls the steering actuator of the vehicle to steer with the third steering torque; and simultaneously controls the braking actuator of the vehicle to brake with the third braking torque.

[0104] In the above manner, the steering performance of the vehicle is further improved.

[0105] It should be noted that the steering and braking control device also needs to utilize the vehicle's overall vehicle weight, road gradient, road surface adhesion coefficient, and tire force to determine the target yaw rate. In an actual road scenario, the road gradient and road surface adhesion coefficient obtained by the vehicle at different moments may be different. The third steering torque determined at the previous moment may be determined as oversteering or understeering of the vehicle at the next moment. Therefore, after the steps of determining the third steering torque and the third braking torque, it is also necessary to utilize the steering metric of the vehicle to determine whether the vehicle has oversteering or understeering, so as to achieve dynamic adjustment of the vehicle's steering.

[0106] S34. In response to the steering metric being greater than the first threshold, it is determined that the vehicle has oversteering at the current moment.

[0107] S35. In response to the steering metric being less than the second threshold, it is determined that the vehicle has understeering at the current moment.

[0108] S36. In response to the vehicle having oversteering or understeering, control the steering actuator of the vehicle to adjust the steering torque of the vehicle at the next moment, and control the braking actuator of the vehicle to provide the yaw moment of the vehicle at the next moment.

[0109] In the above solution, the desired yaw rate of the vehicle at the current moment is determined in the assisted driving mode, or in the non-assisted driving mode, the desired yaw rate of the vehicle at the current moment is determined according to the steering wheel and wheel speeds at the current moment; and the actual yaw rate of the vehicle at the current moment is obtained; then, according to the quotient of the actual yaw rate and the desired yaw rate of the vehicle at the current moment, the steering metric is determined; in response to the steering metric being greater than the first threshold, it is determined that the vehicle has oversteering at the current moment; or, in response to the steering metric being less than the second threshold, it is determined that the vehicle has understeering at the current moment; in response to the vehicle having oversteering or understeering, control the steering actuator of the vehicle to adjust the steering torque of the vehicle at the next moment, and control the braking actuator of the vehicle to provide the yaw moment of the vehicle at the next moment. The collaborative control method for vehicle steering and braking provided by the present application, in the case of oversteering or understeering of the vehicle, utilizes the steering actuator and braking actuator of the vehicle to simultaneously output the corresponding steering torque and braking torque, effectively increasing the steering ability of the vehicle while ensuring the driving stability of the vehicle.

[0110] Please refer to Figure 2 , Figure 2 which is a schematic flowchart of another embodiment of the collaborative control method for vehicle steering and braking provided by the present application.

[0111] As Figure 2As shown, another embodiment of the collaborative control method for vehicle steering and braking provided by the present application may specifically include the following steps:

[0112] S101, signal processing.

[0113] Specifically, the steering and braking control device analyzes and processes the signals of the wheel speed sensor, torque angle sensor, brake pedal position sensor, and the input signals of the CAN bus (acceleration signals obtained by the gyroscope, auxiliary driving preview information, auxiliary driving motion control request signals, powertrain status signals).

[0114] S102, driving intention recognition and vehicle state estimation.

[0115] In some embodiments, the steering and braking control device recognizes the driver's braking and steering intentions through the brake pedal position sensor (PTS) and the steering wheel torque angle sensor (TAS), and receives the braking and steering requests sent by the auxiliary driving system from the auxiliary driving system (ADAS).

[0116] In some embodiments, the steering and braking control device estimates the vehicle weight, road gradient, road surface adhesion coefficient, tire force, etc. and judges the vehicle stability state through the wheel speed and the IMU and camera preview information received through the CAN bus.

[0117] S103, output motion control instructions.

[0118] Motion control may include any one or more of braking control, steering control, and collaborative control.

[0119] Among them, the braking control instructions include the function instructions of the traditional braking system, such as ABS (antilock braking system) / EBD (electronic brakeforce distribution), TCS (traction control system), VDC (vehicle dynamic control), AVH (automatic vehicle hold), CRBS (coordinated regenerative braking), etc.

[0120] The steering control instructions include speed-dependent power assist, active return, damping control, friction compensation, inertia compensation, soft stop protection, etc.

[0121] The collaborative control instructions mainly include using the braking and steering actuators in cooperation for collaborative control when activating the auxiliary driving system or when the vehicle is unstable.

[0122] In some embodiments, the steering and braking control device receives the steering intentions of the auxiliary driving system (or intelligent driving system) and the human driver, and combines the calculation results of the vehicle state to judge the collaborative control working conditions, which are mainly divided into the following three working conditions:

[0123] (1) Emergency steering condition. If the assisted driving system is activated and an emergency avoidance request is activated, the steering and braking control device determines it as an emergency steering condition. At this time, the cooperative control state is activated, and the steering and braking control device decomposes the target yaw rate into a steering gear torque and a braking torque.

[0124] (2) Excessive steering tendency. When the steering metric is greater than the first threshold, the cooperative control state is activated at this time. The steering and braking control device reduces the steering torque of the steering actuator and simultaneously uses the braking torque generated by the braking actuator to distribute and establish a reverse (opposite to the steering direction) yaw torque to offset the excessive steering tendency of the vehicle.

[0125] (3) Insufficient steering tendency. When the steering metric is less than the second threshold, the cooperative control state is activated at this time. The steering and braking control device increases the steering torque of the steering actuator and simultaneously uses the braking torque generated by the braking actuator to distribute and establish a positive (same as the steering direction) yaw torque to compensate for the insufficient steering error of the vehicle.

[0126] When none of the above conditions are met, the cooperative control is not activated.

[0127] S104, arbitrate the motion control instruction.

[0128] In some embodiments, the steering and braking control device synthesizes the braking control instruction, the steering control input instruction, and the cooperative control distribution input instruction, and arbitrates to obtain the control request finally output to the braking and steering actuators. When the cooperative control is not activated, the control instructions corresponding to the braking control and the steering control are output respectively. When the cooperative control is activated, the cooperative control instruction is directly output.

[0129] S105, control the actuator output.

[0130] In some embodiments, the steering and braking control device converts the four-wheel braking torque request into a braking solenoid valve and a motor drive current according to the arbitrated four-wheel braking torque and steering torque requests, and converts the steering torque request into a motor drive current.

[0131] Determine the desired yaw rate of the vehicle at the current moment in the assisted driving mode, or in the non-assisted driving mode, determine the desired yaw rate of the vehicle at the current moment according to the steering wheel and wheel speed at the current moment; and obtain the actual yaw rate of the vehicle at the current moment; then determine the steering metric according to the quotient of the actual yaw rate and the desired yaw rate of the vehicle at the current moment; in response to the steering metric being greater than the first threshold, determine that the vehicle has oversteered at the current moment; or, in response to the steering metric being less than the second threshold, determine that the vehicle has understeered at the current moment; in response to the vehicle having oversteered or understeered, control the steering actuator of the vehicle to adjust the steering torque of the vehicle at the next moment, and control the braking actuator of the vehicle to provide the yaw torque of the vehicle at the next moment. The collaborative control method for vehicle steering and braking provided by the present application, in the case of the vehicle having oversteered or understeered, utilizes the steering actuator and braking actuator of the vehicle to simultaneously output the corresponding steering torque and braking torque, effectively increasing the steering ability of the vehicle while ensuring the driving stability of the vehicle.

[0132] Please refer to Figure 3 , Figure 3 which is a schematic structural diagram of an embodiment of the steering and braking control device provided by the present application.

[0133] As Figure 3 shown, the steering and braking control device 20 provided in this embodiment includes a processing unit 21, a storage unit 22, and an information acquisition module 23.

[0134] Among them, the storage unit 22 is connected to the processing unit 21, the storage unit 22 stores program instructions, and the processing unit 21 is configured to execute the program instructions to implement the collaborative control method for vehicle steering and braking mentioned in the above embodiment.

[0135] Further, the output end of the information acquisition module 23 is coupled to the processing unit 21, and the information acquisition module 23 is configured to acquire vehicle operation information.

[0136] In some application scenarios, the processing unit 21 can be a microcontroller unit (MCU). In some possible application scenarios, the processing unit 21 can also be referred to as a CPU (Central Processing Unit). The processing unit 21 may be an integrated circuit chip with signal processing capabilities. The processing unit 21 can also be a general-purpose processor, a digital signal processor (DSP, Digital Signal Process), an application-specific integrated circuit (ASIC, Application Specific Integrated Circuit), a field-programmable gate array (FPGA, Field Programmable Gate Array), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components. The processing unit 21 can also be any conventional processor, etc.

[0137] In some embodiments, the steering and braking control device further includes a circuit board body, and the processing unit 21, the storage unit 22, and the information acquisition module 23 are respectively disposed on the circuit board body.

[0138] Optionally, the steering and braking control device 20 further includes a steering drive circuit 24. The steering actuator 30 includes a steering motor 31 and a steering motor position sensor 32. The processing unit 21 is coupled to the steering motor 31 through the steering drive circuit 24. The steering motor position sensor 32 is disposed on the steering motor 31, and the output end of the steering motor position sensor 32 is coupled to the processing unit 21.

[0139] In some embodiments, the steering drive circuit 24 is coupled to the steering motor 31 through a wire harness.

[0140] In some embodiments, the steering drive circuit 24 further includes a steering motor pre-drive circuit 241 and a steering motor drive bridge circuit 242. In some possible embodiments, the steering motor drive bridge circuit 242 can be a three-phase inverter bridge composed of MOSFETs or IGBTs. The steering motor pre-drive circuit 241 is used to improve the current driving ability of the processing unit 21, so that the processing unit 21 can control the on and off of the switching tubes in the steering motor drive bridge circuit 242. In some embodiments, the steering motor pre-drive circuit 241 can also be referred to as a steering motor pre-driving circuit.

[0141] Exemplarily, the steering motor pre-drive circuit 241 and the steering motor drive bridge circuit 242 are integrally disposed on the circuit board body.

[0142] In some embodiments, the steering motor position sensor 32 may be referred to as an EPS MPS (Electronic Power Steering Motor Position Sensor). Further, the steering motor position sensor 32 is integrated on the steering motor 31. The position signal of the EPS (electric power steering) motor collected by the steering motor position sensor 32 is transmitted to the processing unit 21 through the connector and the rigid transmission line and through the steering motor position sensor interface on the circuit board body. Since the steering actuator and the braking actuator are located at different positions in the vehicle, by arranging the steering motor position sensor 32 on the steering motor 31 instead of on the circuit board body of the steering and braking control device 20, the circuit board body can be made more compact, which is beneficial to arranging the steering and braking control device 20 in the vehicle.

[0143] It can be understood that the steering motor position sensor 32 is used to feedback the rotor position in the steering motor 31 to the processing unit 21, so that the processing unit 21 can determine to control the steering motor 31 to output a corresponding steering torque at the next moment.

[0144] Optionally, the steering and braking control device 20 further includes a braking motor position sensor 25 and a braking drive circuit 26. The braking actuator 40 includes a braking solenoid valve 41 and a braking motor 42. The processing unit 21 is coupled to the control end of the braking solenoid valve 41. The processing unit 21 is coupled to the braking motor 42 through the braking drive circuit 26. Further, the processing unit 21 is coupled to the output end of the braking motor position sensor 25.

[0145] In some embodiments, the braking drive circuit 26 is coupled to the braking motor 42 through a wire harness.

[0146] In some embodiments, the control end of the braking solenoid valve 41 is a solenoid valve drive integrated chip 27 (ASIC). The solenoid valve drive integrated chip 27 is integrated on the circuit board body of the steering and braking control device 20. Further, the solenoid valve drive integrated chip 27 is coupled to the braking solenoid valve 41 by controlling a coil also integrated on the circuit board body. In some application scenarios, the processing unit 21 outputs a control instruction to the solenoid valve drive integrated chip 27, and the solenoid valve drive integrated chip 27 provides a drive current to the coil. The coil is used to improve the current drive ability of the solenoid valve drive integrated chip 27 for the braking solenoid valve 41.

[0147] In some possible embodiments, the braking motor position sensor 25 is integrated on the circuit board body of the steering and braking control device 20. The braking motor position sensor 25 transmits the collected braking motor position signal to the processing unit 21 through the on-board circuit on the circuit board body.

[0148] Understandably, the braking motor position sensor 25 is used to feedback the rotor position in the braking motor 42 to the processing unit 21, so that the processing unit 21 can determine to control the braking motor 42 to output a corresponding braking torque at the next moment.

[0149] In some embodiments, the braking solenoid valve 41 is used to adjust the pressure of the hydraulic braking unit corresponding to each wheel.

[0150] In some embodiments, the braking drive circuit 26 further includes a braking motor pre-drive circuit 261 and a braking motor drive bridge circuit 262. In some possible embodiments, the braking motor drive bridge circuit 262 can be a three-phase inverter bridge composed of MOSFETs or IGBTs. The braking motor pre-drive circuit 261 is used to improve the current driving ability of the processing unit 21, so that the processing unit 21 can control the on / off of the switching tubes in the braking motor drive bridge circuit 262. In some embodiments, the braking motor pre-drive circuit 261 can also be referred to as the braking motor pre-driving circuit.

[0151] Optionally, the information acquisition module 23 includes a CAN communication unit interface 231, a wheel speed sensor interface 232, a steering wheel torque angle sensor interface 233, and a pedal position sensor interface 234.

[0152] In some embodiments, the wheel speed sensor interface 232, the steering wheel torque angle sensor interface 233, and the pedal position sensor interface 234 are integrated on the circuit board body of the steering and braking control device 20.

[0153] In some embodiments, the CAN communication unit interface 231 is connected to the controller of the vehicle chassis through a plug and wiring harness. Exemplarily, the controller of the vehicle chassis can be an external controller such as a vehicle controller, an assisted driving controller (intelligent driving controller), or an assisted driving controller. In addition, the steering and braking control device 20 can also provide information such as vehicle speed, wheel speed, braking force, and activation status of the ABS (antilock braking system) / ESC (electronic stability control) function to the external controller through the CAN communication unit interface 231. Among them, the CAN communication unit interface 231 is coupled to the processing unit 21.

[0154] Among them, the CAN communication unit interface 231 is used to obtain the operation information in the vehicle chassis controller. Exemplarily, the operation information can be information such as IMU information, assisted driving preview information, assisted driving motion control request, and powertrain status.

[0155] In some possible embodiments, the IMU information can include the longitudinal acceleration, lateral acceleration, and yaw angular velocity information of the vehicle.

[0156] In some possible embodiments, the auxiliary driving preview information can be obtained by processing the sensing information collected by any one or more of an in-vehicle camera, an in-vehicle lidar, an in-vehicle millimeter-wave radar, and an in-vehicle ultrasonic radar.

[0157] In some possible embodiments, the auxiliary driving motion control request may include at least one of a braking request and a steering request. In some possible application scenarios, the auxiliary driving motion control request may include an emergency braking request and / or an emergency steering request.

[0158] In some embodiments, each wheel is provided with a wheel speed sensor (WSS). The wheel speed sensor is coupled to the wheel speed sensor interface 232 through a plug-in connector and a wire harness to transmit the wheel speed information at each moment to the processing unit 21. Exemplarily, the wheel speed sensor interface 232 may be an AK interface (AK Interface).

[0159] In some embodiments, the vehicle's steering wheel is provided with a torque angle sensor (TAS). The torque angle sensor is coupled to the steering wheel torque angle sensor interface 233 through a plug-in connector and a wire harness to transmit the torque information and the angle information of the steering wheel at each moment to the processing unit 21.

[0160] In some embodiments, the vehicle's brake pedal is provided with a pedal travel sensor (PTS). The pedal travel sensor is coupled to the pedal position sensor interface 234 through a plug-in connector and a wire harness to transmit the pedal braking information at each moment to the processing unit 21.

[0161] Furthermore, the steering and braking control device 20 is used to identify the driver's steering and braking intentions by setting the steering wheel torque angle sensor interface 233 and the pedal position sensor interface 234.

[0162] In some possible embodiments, the vehicle's accelerator pedal may also be provided with a pedal position sensor, and the corresponding pedal position sensor interface 234 is used to obtain acceleration information.

[0163] In some possible embodiments, the processing unit 21 has the signal analysis ability to support the CAN communication unit, the wheel speed sensor, the steering wheel torque angle sensor, and the pedal position sensor simultaneously.

[0164] In some possible application scenarios, the processing unit 21 calculates the required motor assistance (yaw moment) by receiving signals input from the CAN communication unit, wheel speed sensor, steering wheel torque angle sensor, and pedal position sensor, and transmits control instructions to the steering motor pre-drive circuit 241 through digital signals such as SPI or PWM. The steering motor pre-drive circuit 241 converts the digital signal into an analog signal to control the steering motor drive axle circuit 242 to output three-phase alternating current, and finally drives the steering motor to rotate.

[0165] In some possible application scenarios, the processing unit 21 calculates the required braking force (braking torque) by receiving signals input from the CAN communication unit, wheel speed sensor, steering wheel torque angle sensor, and pedal position sensor, and transmits control instructions to the brake motor pre-drive circuit 261 through digital signals such as SPI or PWM. The brake motor pre-drive circuit 261 converts the digital signal into an analog signal to control the brake motor drive axle circuit 262 to output three-phase alternating current, and finally drives the brake motor to perform braking. Optionally, the processing unit 21 can also send the braking control instruction to the control end of the brake solenoid valve 41 to control the brake solenoid valve 41 to perform a braking operation.

[0166] In the related art, each of the steering actuator and the braking actuator is provided with a processing unit. The steering and braking control device sends control instructions to the processing unit of the steering actuator and / or the processing unit of the braking actuator through a bus. After receiving the instructions, the steering actuator and / or the braking actuator respectively determine the calculation of the control current of the steering execution unit (such as a steering motor) and / or the braking execution unit (such as a brake motor, solenoid valve). It is found through research that in the above solution, the communication cycle between the steering and braking control device and the steering actuator and / or the braking actuator is 10ms - 20ms, and there may be a long delay in application scenarios where emergency braking may occur.

[0167] The vehicle steering and braking collaborative control method provided in this application is mainly executed by the processing unit 21. Among them, the braking control method, the steering control method, and the (steering and braking) collaborative control method are all within the task scheduling cycle of the same main program. The interaction signals between them are transmitted in the form of software internal variables. The task scheduling cycle of the main program is in milliseconds (generally 2ms or 5ms), which is less than the communication cycle between controllers (10ms or 20ms). Therefore, this application integrates the operation processing units of steering and braking into the same MCU, which can significantly improve the response speed compared with the non-integrated system structure adopted in the related art.

[0168] Through the above design, the steering and braking control device 20 simultaneously has the capabilities of collecting sensor signals and driving actuators for both the steering system and the braking system. Moreover, the steering and braking control device 20 directly outputs driving current to the steering and braking actuators, rather than outputting control commands in the form of communication as in the related art. This method (directly driving the braking actuator and / or the steering actuator) can reduce the delay caused by communication compared with the bus communication method (the controller issues a command -> bus transmission -> the actuator receives the command -> the actuator calculates the target control current), thereby improving the response speed of braking and steering.

[0169] In the above solution, the desired yaw rate of the vehicle at the current moment is determined in the assisted driving mode, or in the non-assisted driving mode, the desired yaw rate of the vehicle at the current moment is determined according to the steering wheel and wheel speeds at the current moment; and the actual yaw rate of the vehicle at the current moment is obtained; then, according to the quotient of the actual yaw rate and the desired yaw rate of the vehicle at the current moment, the steering metric is determined; in response to the steering metric being greater than the first threshold, it is determined that the vehicle has oversteered at the current moment; or, in response to the steering metric being less than the second threshold, it is determined that the vehicle has understeered at the current moment; in response to the vehicle having oversteered or understeered, the steering actuator of the vehicle is controlled to adjust the steering torque of the vehicle at the next moment, and the braking actuator of the vehicle is controlled to provide the yaw torque of the vehicle at the next moment. The collaborative control method for vehicle steering and braking provided by the present application utilizes the steering actuator and the braking actuator of the vehicle to simultaneously output corresponding steering torque and braking torque in the case of oversteering or understeering of the vehicle, effectively increasing the steering ability of the vehicle while ensuring the driving stability of the vehicle.

[0170] Further, the collaborative control method for vehicle steering and braking is mainly executed by the steering and braking control device provided by the present application. Since the steering and braking control device provided by the present application reuses the hardware resources such as the MCU, CAN communication interface, and on-board power supply of the braking control circuit board, only the steering motor and the motor position sensor are retained for the steering actuator, saving the overall cost of the controller.

[0171] In addition, the steering and braking control device provided by the present application simultaneously has the capabilities of collecting sensor signals and driving actuators for both the steering system and the braking system. Moreover, the steering and braking control device directly outputs driving current to the steering and braking actuators, rather than outputting control commands in the form of communication as in the related art. The method of outputting control commands adopted by the present application (directly driving the braking actuator and / or the steering actuator) can reduce the delay caused by communication compared with the related art, which uses the bus communication method (the controller issues a command -> bus transmission -> the actuator receives the command -> the actuator calculates the target control current), thereby improving the response speed of braking and steering.

[0172] As Figure 4 shown, the present application provides a vehicle 50, which includes a steering and braking control device 51. Among them, the steering and braking control device 51 corresponds to the steering and braking control device 20 of the above embodiment.

[0173] The present application also provides a computer storage medium. Please continue to refer to Figure 5 , Figure 5 which is a schematic structural diagram of an embodiment of the computer storage medium provided by the present application. The computer storage medium 600 stores program data 61, and when the program data 61 is executed by a processor, it is used to implement the collaborative control method for vehicle steering and braking in the above embodiment.

[0174] When the embodiments of the present application are implemented in the form of software function units and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on such an understanding, the technical solution of the present application, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. The computer software product is stored in a storage medium and includes several instructions for causing a computer device (which may be a personal computer, a server, or a network device, etc.) or a processor to execute all or part of the steps of the methods described in various embodiments of the present application. The foregoing storage medium includes: various media such as USB flash drives, mobile hard disks, read-only memories (ROMs), random access memories (RAMs), magnetic disks, or optical discs that can store program codes.

[0175] The above are only the embodiments of the present application, and do not limit the patent scope of the present application. Any equivalent structural or equivalent process transformation made by using the content of the specification and drawings of the present application, or directly or indirectly applied in other related technical fields, shall be equally included in the patent protection scope of the present application.

Claims

1. A collaborative control method for vehicle steering and braking, characterized in that The method includes: Obtaining the actual yaw rate of the vehicle at the current moment, and obtaining the desired yaw rate of the vehicle at the current moment; wherein, the desired yaw rate is determined in the assisted driving mode, or, the desired yaw rate is determined by the steering wheel angle and wheel speed of the vehicle at the current moment in the non-assisted driving mode; In response to the steering metric being greater than a first threshold, determining that the vehicle has oversteered at the current moment; or, in response to the steering metric being less than a second threshold, determining that the vehicle has understeered at the current moment, wherein the steering metric is determined by the quotient of the actual yaw rate and the desired yaw rate, and the first threshold is greater than the second threshold; In response to the vehicle having oversteered or understeered, controlling the steering actuator of the vehicle to adjust the steering torque of the vehicle at the next moment, and controlling the braking actuator of the vehicle to provide the yaw torque of the vehicle at the next moment.

2. The method according to claim 1, wherein: In response to the vehicle having oversteered or understeered, controlling the steering actuator of the vehicle to adjust the steering torque of the vehicle at the next moment, and controlling the braking actuator of the vehicle to adjust the yaw torque of the vehicle at the next moment, includes: In response to the vehicle having oversteered, controlling the steering actuator of the vehicle to reduce the steering torque of the vehicle at the next moment, and controlling the braking actuator of the vehicle to provide the yaw torque of the vehicle at the next moment; wherein, the direction of the yaw torque is opposite to the steering direction of the vehicle.

3. The method according to claim 1, wherein: In response to the vehicle having oversteered or understeered, controlling the steering actuator of the vehicle to adjust the steering torque of the vehicle at the next moment, and controlling the braking actuator of the vehicle to adjust the yaw torque of the vehicle at the next moment, includes: In response to the vehicle having understeered, controlling the steering actuator of the vehicle to increase the steering torque of the vehicle at the next moment, and controlling the braking actuator of the vehicle to provide the yaw torque of the vehicle at the next moment; wherein, the direction of the yaw torque is the same as the steering direction of the vehicle.

4. The method according to claim 2 or 3, wherein: The obtaining of the desired yaw rate of the vehicle at the current moment includes: In the non-assisted driving mode, using the steering wheel angle, wheel speed, wheelbase, transmission ratio between the steering wheel angle and the wheel angle, and characteristic vehicle speed of the vehicle at the current moment to determine the desired yaw rate.

5. The method according to claim 1, wherein: The obtaining of the desired yaw rate of the vehicle at the current moment includes: In the assisted driving mode, in response to the vehicle being in an emergency steering condition, determining the target yaw rate corresponding to the emergency steering; Taking the target yaw rate as the desired yaw rate.

6. A steering and braking control device, characterized in that, The steering and braking control device includes a processing unit, a storage unit connected to the processing unit, and an information acquisition module, wherein, the storage unit stores program instructions; the output end of the information acquisition module is coupled to the processing unit, and the information acquisition module is used to acquire vehicle operation information; the processing unit is respectively coupled to a steering actuator and a braking actuator, and the processing unit is used to execute the program instructions stored in the storage unit to implement the method according to any one of claims 1 to 5.

7. The steering and braking control device according to claim 6, characterized in that, the steering and braking control device further includes a steering drive circuit; the steering actuator includes a steering motor and a steering motor position sensor, the processing unit is coupled to the steering motor through the steering drive circuit, the steering motor position sensor is arranged on the steering motor, and the output end of the steering motor position sensor is coupled to the processing unit.

8. The steering and braking control device according to claim 6, characterized in that, the steering and braking control device further includes a braking motor position sensor and a braking drive circuit; the braking actuator includes a braking solenoid valve and a braking motor, the processing unit is coupled to the control end of the braking solenoid valve, the processing unit is coupled to the braking motor through the braking drive circuit, and the processing unit is coupled to the output end of the braking motor position sensor.

9. The steering and braking control device according to any one of claims 7-8, characterized in that, the information acquisition module includes a CAN communication unit interface, a wheel speed sensor interface, a steering wheel torque angle sensor interface, and a pedal position sensor interface; the CAN communication unit interface is used to acquire operation information in the controller of the vehicle chassis; the wheel speed sensor interface is used to acquire wheel speed information; the steering wheel torque angle sensor interface is used to acquire steering wheel angle information; the pedal position sensor interface is used to acquire pedal braking information.

10. A vehicle, characterized in that, The vehicle includes the steering and braking control device according to any one of claims 6 to 9.

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