Vehicle steering control method, controller, vehicle, storage medium and program product

Abstract

The invention relates to a vehicle steering control method, a controller, a vehicle, a storage medium and a program product. The method comprises the steps that the vehicle turning working condition is determined according to obtained vehicle state information and front road information, vehicle actions are controlled according to the vehicle turning working condition, and the vehicle turning working condition is any one of the following working conditions: a turning-about working condition, a turning-in instability working condition, a turning-about working condition and a turning-out instability working condition. Therefore, different vehicle turning working conditions can be accurately recognized by using the vehicle state information and the front road information, the vehicle is differently controlled according to the different vehicle turning working conditions, various vehicle control strategies are combined and decoupled, interference among the various vehicle control strategies is reduced, the vehicle turning safety and the driving stability are improved, and the driving safety of the vehicle is improved. The driving experience of the driver is improved.

Description

Technical Field

[0001] The present disclosure relates to the field of vehicles, and in particular, to a vehicle steering control method, a controller, a vehicle, a storage medium, and a program product. Background Art

[0002] Traditionally, drivers rely on their experience and intuition to determine turning speed, steering angle, and other parameters. This approach is susceptible to the driver's individual skill level and mental state. Driver fatigue or inexperience can lead to errors when turning, such as insufficient steering angle leading to skidding, reduced cornering speed, and instability. Summary of the Invention

[0003] The purpose of the present disclosure is to provide a vehicle steering control method, a controller, a vehicle, a storage medium and a program product to improve the safety of vehicle turning and the stability of driving, and enhance the driver's driving experience.

[0004] In order to achieve the above objectives, the present disclosure provides a vehicle steering control method according to a first aspect, comprising: Obtain vehicle status information and road ahead information; The vehicle is controlled to move according to a vehicle turning condition, wherein the vehicle turning condition is determined based on the vehicle state information and the road ahead information, and the vehicle turning condition is any one of the following conditions: a condition about to enter a turn, an unstable condition when entering a turn, a condition about to exit a turn, and an unstable condition when exiting a turn.

[0005] Optionally, controlling the vehicle to move according to a vehicle turning condition includes: Controlling the target actuator action in the vehicle corresponding to the vehicle turning condition, wherein the instability condition of entering a turn, the instability condition of exiting a turn, and the condition of about to turn correspond to different target actuators, and the condition of about to turn includes the condition of about to enter a turn and the condition of about to exit a turn.

[0006] Optionally, controlling the vehicle to move according to a vehicle turning condition includes: When the vehicle is in the about-to-enter-a-corner condition or the about-to-exit-a-corner condition, the vehicle action is controlled according to the target turning angle of the vehicle, wherein the target turning angle is determined according to the vehicle state information and the front road information.

[0007] Optionally, when the vehicle is in the about-to-enter-a-corner operating condition or the about-to-exit-a-corner operating condition, controlling the vehicle action according to the target turning angle of the vehicle includes: When the vehicle is in the about-to-enter-a-turn condition or the about-to-exit-a-turn condition, if the absolute value of the steering wheel angle is less than the corresponding steering wheel angle threshold, the vehicle action is controlled according to the target turning angle.

[0008] Optionally, the method further includes: According to the pre-calibrated correspondence between the turning angle and the steering wheel angle threshold, the steering wheel angle threshold corresponding to the current target turning angle is determined.

[0009] Optionally, the target actuator corresponding to the turning-entry condition and the turning-exit condition is a rear wheel of the vehicle.

[0010] Optionally, controlling the vehicle action according to the target turning angle includes: determining a rear wheel target angle according to the target turning angle; According to the rear wheel target angle, the movement of the vehicle's rear wheels is controlled so that the vehicle reaches the target turning angle.

[0011] Optionally, determining a target rear wheel angle according to the target turning angle includes: According to the target turning angle, the target angle of the rear wheel is determined using a neural network predictive control method.

[0012] Optionally, the method further includes: When the vehicle is in the about-to-enter-a-turn condition or the about-to-exit-a-turn condition, if the absolute value of the steering wheel angle is greater than or equal to the corresponding steering wheel angle threshold, the target turning angle is re-determined.

[0013] Optionally, controlling the vehicle to move according to a vehicle turning condition includes: When the vehicle is in the turning instability condition, the vehicle movement is controlled according to the yaw angular velocity of the vehicle.

[0014] Optionally, the target actuator corresponding to the cornering instability condition is a braking device of the vehicle.

[0015] Optionally, controlling the vehicle motion according to the yaw angular velocity of the vehicle includes: determining an additional yaw moment according to a first difference between a reference yaw rate and an actual yaw rate; Differential braking control is performed using the brake device according to the additional yaw moment.

[0016] Optionally, determining the additional yaw moment according to a first difference between a reference yaw rate and an actual yaw rate includes: The additional yaw moment is determined according to the first difference using a limit of quantification (LOQ) control method.

[0017] Optionally, controlling the vehicle to move according to a vehicle turning condition includes: When the vehicle is in the unstable cornering condition, determining the driving torque of each tire; The vehicle behavior is controlled based on the driving torque of each tire.

[0018] Optionally, the target actuator corresponding to the cornering instability condition is a drive device of the vehicle.

[0019] Optionally, controlling the vehicle motion according to the driving torque of each tire includes: The drive device is used to perform drive slip control according to the drive torque of each tire.

[0020] Optionally, determining the driving torque of each tire includes: When the accelerator pedal depth is greater than the accelerator pedal depth threshold, determining the required driving torque of the vehicle according to a second difference between the reference longitudinal acceleration and the actual longitudinal acceleration; When a third difference between the current tire slip ratio and the optimal tire slip ratio is greater than a tire slip ratio threshold, the driving torque of each tire is determined according to the third difference and the required driving torque of the vehicle.

[0021] Optionally, the required driving torque of the vehicle and / or the driving torque of each tire are obtained by using a fuzzy proportional-integral-differential control method.

[0022] Optionally, the method further includes: A road preview system is used to identify whether the vehicle is in the about-to-enter-a-corner condition or the about-to-exit-a-corner condition based on the vehicle state information and the front road information.

[0023] Optionally, the method further includes: If the vehicle completes control in the turning-entry condition and a first difference between a reference yaw rate and an actual yaw rate is greater than a yaw angle threshold, it is determined that the vehicle enters the turning-entry instability condition.

[0024] Optionally, the method further includes: If the vehicle completes control in the impending cornering condition and any one of the following conditions is met, it is determined that the vehicle has entered the cornering instability condition: The accelerator pedal depth is greater than the accelerator pedal depth threshold; A third difference between the current tire slip ratio and the optimal tire slip ratio is greater than the tire slip ratio threshold.

[0025] Optionally, the method further includes: When the vehicle is in the about-to-enter-a-corner operating condition or the about-to-exit-a-corner operating condition, and when the vehicle reaches the target turning angle, it is determined that the vehicle has completed control under the corresponding operating condition.

[0026] Optionally, the accelerator pedal depth threshold and / or the tire slip rate threshold are calibrated according to the vehicle model.

[0027] Optionally, the method further includes: When the vehicle is in the about-to-enter-a-turn condition or the about-to-exit-a-turn condition, a target turning angle under the current vehicle turning condition is determined according to the vehicle state information and the front road information.

[0028] Optionally, the target turning angle under the current vehicle turning condition is determined according to the vehicle state information and the front road information in the following manner: Determining a lane angle of a curved road based on the road ahead information; The target turning angle is obtained by using an angle prediction model according to the curve lane line angle and the vehicle state information.

[0029] Optionally, the angle prediction model is trained based on a gradient boosting tree algorithm.

[0030] Optionally, the road ahead information includes a road ahead image; and determining a curve lane angle based on the road ahead information includes: identifying whether the road ahead is a curve according to the image of the road ahead; When the road ahead is a curve, the curve lane line angle is determined.

[0031] Optionally, the identifying whether the road ahead is a curve according to the road ahead image includes: performing grayscale processing on the front road image; Extract lane lines from the grayscale processed image; Binarize the extracted lane lines; Perform edge detection on the binarization results to identify whether the road ahead is a curve.

[0032] A second aspect of the present disclosure provides a controller, comprising: processor; a memory for storing processor-executable instructions; The processor is configured to execute the executable instructions in the memory to implement the steps of the vehicle steering control method provided in the first aspect of the present disclosure.

[0033] A third aspect of the present disclosure provides a vehicle, comprising the controller provided by the second aspect of the present disclosure.

[0034] A fourth aspect of the present disclosure provides a computer-readable storage medium having a computer program stored thereon. When the computer program is executed by a processor, the steps of the vehicle steering control method provided in the first aspect of the present disclosure are implemented.

[0035] A fifth aspect of the present disclosure provides a computer program product, comprising a computer program, which, when executed by a processor, implements the steps of the vehicle steering control method provided in the first aspect of the present disclosure.

[0036] In the above technical solution, the vehicle's turning condition is determined based on acquired vehicle status information and forward road information, and vehicle maneuvers are controlled accordingly. A turning condition is defined as any of the following: impending turn entry, unstable turn entry, impending turn exit, and unstable turn exit. This allows the system to accurately identify different turning conditions using vehicle status information and forward road information, enabling tailored vehicle control to each condition. This effectively decouples multiple vehicle control strategies, reduces interference between them, improves turning safety and driving stability, and enhances the driver's driving experience.

[0037] Other features and advantages of the present disclosure will be described in detail in the following detailed description. BRIEF DESCRIPTION OF THE DRAWINGS

[0038] The accompanying drawings are used to provide further understanding of the present disclosure and constitute a part of the specification. Together with the following detailed description, they are used to explain the present disclosure, but do not constitute a limitation of the present disclosure.

[0039] Figure 1 The figure is a flow chart of a vehicle steering control method provided by an exemplary embodiment of the present disclosure.

[0040] Figure 2 This is a flowchart of a vehicle steering control method under conditions of about to enter a corner and about to exit a corner, provided by an exemplary embodiment of the present disclosure.

[0041] Figure 3 This is a flowchart of a method for determining a lane angle on a curve provided by an exemplary embodiment of the present disclosure.

[0042] Figure 4 It is a schematic diagram of an angle prediction model training provided by an exemplary embodiment of the present disclosure.

[0043] Figure 5 Schematic diagram of a neural network predictive control structure provided by an exemplary embodiment of the present disclosure.

[0044] Figure 6 It is a schematic diagram of a cornering process provided by an exemplary embodiment of the present disclosure.

[0045] Figure 7 It is a schematic diagram of a cornering process provided by an exemplary embodiment of the present disclosure.

[0046] Figure 8 This is a flowchart of a vehicle steering control method under a cornering instability condition provided by an exemplary embodiment of the present disclosure.

[0047] Figure 9 This is a flowchart of a vehicle steering control method under a cornering instability condition provided by an exemplary embodiment of the present disclosure.

[0048] Figure 10 It is a schematic diagram of a vehicle steering control strategy provided by an exemplary embodiment of the present disclosure.

[0049] Figure 11 The figure is a flow chart of a vehicle steering control method provided by an exemplary embodiment of the present disclosure.

[0050] Figure 12 It is a block diagram of a vehicle steering control device provided by an exemplary embodiment of the present disclosure. DETAILED DESCRIPTION

[0051] The following describes the specific embodiments of the present disclosure in detail with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are only used to illustrate and explain the present disclosure and are not intended to limit the present disclosure.

[0052] In the following description, words such as “first” and “second” are only used for the purpose of distinguishing the description and should not be understood as indicating or implying relative importance or order.

[0053] Figure 1 This is a flow chart of a vehicle steering control method provided by an exemplary embodiment of the present disclosure. This method can be applied to a controller provided on a vehicle. Figure 1 As shown, the method may include step S101 and step S102.

[0054] In step S101 , vehicle state information and forward road information are acquired.

[0055] For example, the vehicle state information may include at least one of the following: actual yaw rate , total driving torque , left front wheel driving torque , right front wheel drive force , left rear wheel drive force , right rear wheel driving force , vehicle quality m , vehicle longitudinal speed , actual longitudinal acceleration , accelerator pedal depth , steering wheel angle The above vehicle status information can be obtained through pre-set vehicle sensors and vehicle model size data storage.

[0056] For example, the road ahead information can be obtained through the vehicle's road preview system. The road preview system may include a camera, radar, sensors, and a road adhesion coefficient estimator to identify the curve ahead of the vehicle and the type of road surface, and determine the road adhesion coefficient based on the road surface type. .

[0057] In step S102, the vehicle is controlled to move according to the vehicle turning condition.

[0058] The vehicle turning condition is determined based on vehicle state information and road ahead information. The vehicle turning condition is any one of the following conditions: a condition about to enter a turn, a condition of unstable entering a turn, a condition about to exit a turn, and a condition of unstable exiting a turn.

[0059] For example, the road preview system can use information about the road ahead and the vehicle's status to identify whether the vehicle is about to enter or exit a curve. In this case, the system can pre-calculate the optimal route and target turning angle based on the curvature of the curve (or the angle of the lane line) and the vehicle's status. This allows the vehicle to enter or exit the curve stably and quickly, enhancing the driver's driving experience.

[0060] For example, when the vehicle completes the control in the turning-entry condition or the turning-exit condition, the actual yaw rate of the vehicle can be combined with the actual yaw rate of the vehicle. , accelerator pedal depth , and the current tire slip rate Parameters such as these are used to determine whether the vehicle is likely to become unstable, and thus whether the vehicle is entering a cornering instability condition or a cornering instability condition. For example, if the vehicle is entering a corner at too high a speed, resulting in an actual yaw rate of If it is too large, it can be judged that the vehicle has a tendency to become unstable. At this time, the vehicle's braking device can be controlled to brake the vehicle appropriately to restore the vehicle to a stable state and avoid dangerous situations such as vehicle skidding.

[0061] In the above technical solution, the vehicle's turning condition is determined based on acquired vehicle status information and forward road information, and vehicle maneuvers are controlled accordingly. A turning condition is defined as any of the following: impending turn entry, unstable turn entry, impending turn exit, and unstable turn exit. This allows the system to accurately identify different turning conditions using vehicle status information and forward road information, enabling tailored vehicle control to each condition. This effectively decouples multiple vehicle control strategies, reduces interference between them, improves turning safety and driving stability, and enhances the driver's driving experience.

[0062] Currently, a single actuator is often used to avoid interference between actuators during vehicle stability control. However, a single actuator has a limited control range and limited control capabilities under complex operating conditions. To address this issue, the present disclosure sets different target actuators for controlling the vehicle according to different vehicle turning conditions. In an optional embodiment, in step S102, controlling the vehicle's actions according to the vehicle turning condition includes: Control the target actuator actions in the vehicle corresponding to the vehicle turning conditions.

[0063] Among them, the conditions of instability when entering a corner, instability when exiting a corner, and the condition of about to turn correspond to different target actuators, and the condition of about to turn includes the condition of about to enter a corner and the condition of about to exit a corner.

[0064] For example, the target actuator corresponding to the turning-entry condition and the turning-exit condition may be the rear wheels of the vehicle, so as to optimize the turning-entry posture or the turning-exit posture.

[0065] For example, the target actuator corresponding to the instability condition when entering a curve may be the vehicle's braking device, so as to restore the vehicle's stability, prevent sideslip and loss of control, and ensure that the vehicle safely enters the curve.

[0066] For example, the target actuator corresponding to the unstable cornering exit condition may be the vehicle's drive device, so as to avoid loss of control of the vehicle's posture due to excessive or insufficient power output and ensure that the vehicle exits the corner smoothly.

[0067] In this way, by synergistically adopting the rear wheels, driving and braking devices and selecting reasonable actuators for different control objectives, the control dimensions can be distributed to different, non-interfering actuators, decoupling the multi-actuator control and improving the control capability of the entire vehicle.

[0068] The following will explain how to identify different vehicle cornering conditions and control the vehicle under these conditions.

[0069] The following describes the relevant contents regarding the vehicle being in a condition where it is about to enter a corner and about to exit a corner.

[0070] In an optional embodiment, the vehicle steering control method provided by the present disclosure further includes: The road preview system is used to identify whether the vehicle is about to enter or exit a curve based on the vehicle status information and the road ahead information.

[0071] For example, the road preview system can monitor the road ahead in real time and obtain information such as the start and end points of curves. For example, if the road ahead is a curve, the vehicle can be identified as entering a curve when it approaches the start point and its distance from the start point is less than a first threshold. If the road ahead is a curve, the vehicle can be identified as exiting a curve when it approaches the end point and its distance from the start point is less than a second threshold. The first and second distance thresholds can be pre-set based on actual needs.

[0072] In this way, by identifying the conditions of entering and exiting a curve in advance, the vehicle's driving state can be adjusted in time to improve the safety of the vehicle when driving on a curve.

[0073] In an optional embodiment, the vehicle steering control method provided by the present disclosure further includes: When the vehicle is about to enter or exit a turn, the target turning angle under the current vehicle turning condition is determined based on vehicle status information and road ahead information.

[0074] Figure 2 This is a flow chart of a vehicle steering control method under a turning-entry condition and a turning-exit condition provided by an exemplary embodiment of the present disclosure. In one embodiment, the following can be used: Figure 2 In steps S201 and S202, a target turning angle under the current vehicle turning condition is determined based on the vehicle state information and the road ahead information in the following manner: In step S201, the angle of the curve lane is determined based on the road ahead information.

[0075] For example, the road ahead information may include an image of the road ahead, which may be captured by a camera in a road preview system. For example, based on the image of the road ahead, it may be possible to identify whether the road ahead is a curve; if the road ahead is a curve, the angle of the curve lane line may be determined to avoid unnecessary confirmation of the curve lane line angle, such as by Figure 3 The flowchart shown realizes the determination of the lane line angle of the curve.

[0076] In step S301 , grayscale processing is performed on the front road image.

[0077] For example, the grayscale processing of the image can be realized by using relevant technologies to convert the collected color image into a grayscale image, which will not be described in detail here. Grayscale processing can reduce the amount of data while retaining the basic structural information of the image, which is convenient for subsequent processing.

[0078] In step S302, lane line extraction is performed on the grayscale processed image.

[0079] For example, lane lines may be extracted using image segmentation technology in related art.

[0080] In step S303, the extracted lane lines are binarized.

[0081] For example, the extracted lane lines may be binarized, with the pixel values of the lane lines set to 1 (white) and the pixel values of the background areas set to 0 (black).

[0082] In step S304, edge detection is performed on the binarization result to identify whether the road ahead is a curve. If so, step S305 is executed; if not, step S306 is executed.

[0083] For example, an edge detection algorithm from related technologies can be used to process the binary image and extract lane edge information. The lane curvature can then be determined based on this edge information. For example, if the curvature exceeds a preset curvature threshold, the road ahead can be identified as a curve.

[0084] In step S305 , the curve lane angle is determined.

[0085] For example, a pre-trained deep neural network can be used to implement lane line angle fitting, and then determine the lane line angle of the curve.

[0086] In step S306, the recognition result is output.

[0087] Based on Figure 3 The method for determining the curved lane angle shown can accurately and efficiently identify whether the road ahead is a curve, providing timely information support for subsequent vehicle steering control.

[0088] Transfer back Figure 2 In step S202, the target turning angle is obtained by using the angle prediction model according to the curve lane line angle and vehicle status information.

[0089] For example, vehicle status information may include real-time collected vehicle driving status and vehicle positioning data. The lane angle and vehicle status information can be input into an angle prediction model, which outputs the target turning angle. When the vehicle is about to enter a turn, this target turning angle can be considered the optimal turning entry angle; when the vehicle is about to exit a turn, this target turning angle can be considered the optimal turning exit angle. This target turning angle can assist the driver in preselecting the optimal route.

[0090] In one embodiment, the angle prediction model is trained based on a gradient boosting tree algorithm. Figure 4 As shown, a real-world steering experiment can be used to obtain the lane angle, vehicle driving status (longitudinal speed, longitudinal acceleration, lateral acceleration, heading angle, front wheel angle, etc.), vehicle positioning data, and the optimal turning angle. A prediction model is then trained using a gradient boosting tree algorithm. The lane angle, vehicle driving status, and positioning data serve as the training input data, while the optimal turning angle serves as the training target output data. This angle prediction model can be stored locally on the electronic device and retrieved locally each time it is used, or it can be stored on a third-party platform and retrieved from the third party each time it is used. This is not specifically limited here.

[0091] In this way, the angle prediction model is obtained by training with the gradient boosting tree algorithm, which can improve the model prediction accuracy and enhance the generalization ability to obtain the target turning angle with higher accuracy.

[0092] In an optional embodiment, in step S102, controlling the vehicle to move according to the vehicle turning condition includes: When the vehicle is about to enter or exit a curve, the vehicle's movements are controlled according to the vehicle's target turning angle.

[0093] In one embodiment, the Figure 2 Steps S203 and S204 are steps for controlling the vehicle's motion according to the target turning angle of the vehicle.

[0094] In step 203, it is determined whether the absolute value of the steering wheel angle is less than the corresponding steering wheel angle threshold. If so, step S204 is executed; if not, steps S201 and S202 are executed again.

[0095] For example, the steering wheel angle threshold value used for comparison with the absolute value of the steering wheel angle may be determined in the following manner: According to the pre-calibrated correspondence between the turning angle and the steering wheel angle threshold, the steering wheel angle threshold corresponding to the current target turning angle is determined.

[0096] For example, the correspondence between turning angles and steering wheel angle thresholds can be preset based on test results. This correspondence can be represented, for example, by a function, a mapping table, or the like. Once the current target turning angle is determined, the corresponding steering wheel angle threshold can be determined by searching this experimentally determined correspondence. In this way, a steering wheel angle threshold that is appropriate for the vehicle's actual state can be determined in conjunction with the target turning angle, thereby improving vehicle control accuracy.

[0097] Furthermore, the correspondence between the turning angle and the steering wheel angle threshold under the conditions of about to enter a turn and about to exit a turn can be calibrated respectively. By combining the vehicle turning condition and the target turning angle, the steering wheel angle threshold that can adapt to the actual state of the vehicle can be accurately determined, thereby improving the accuracy of vehicle control.

[0098] For example, the steering wheel angle can be used to represent user intent. If the absolute value of the steering wheel angle is less than a corresponding steering wheel angle threshold, it can be determined that the current wheel direction cannot enable the vehicle to reach the target turning angle. In this case, step S204 can be executed to control the vehicle to reach the target turning angle. If the absolute value of the steering wheel angle is greater than or equal to the corresponding steering wheel angle threshold, it can be determined that the current wheel direction can enable the vehicle to enter or exit a corner smoothly. In this case, step S204 can be skipped to avoid energy waste. In this case, to ensure control reliability, the target turning angle can be re-determined.

[0099] In step 204 , the vehicle behavior is controlled according to the target turning angle of the vehicle.

[0100] In one embodiment, the target actuators corresponding to the conditions of entering a corner and exiting a corner are the rear wheels of the vehicle. Accordingly, the vehicle motion can be controlled in the following manner: Determine the target angle of the rear wheel according to the target turning angle; According to the rear wheel target angle, the rear wheel movement of the vehicle is controlled to make the vehicle reach the target turning angle.

[0101] For example, the target angle of the rear wheels may be determined based on the target turning angle using a neural network predictive control method. Figure 5 Schematic diagram of a neural network predictive control structure provided by an exemplary embodiment of the present disclosure. Figure 5 As shown, the target turning angle can be Perform nonlinear optimization processing to obtain nonlinear optimization processing results , and Input to the neural network predictor, combined with the actual rear wheel steering , use the error to get the estimated value of the rear wheel target angle with different step lengths , and then use Get the estimated value of the candidate rear wheel target angle , to get the rear wheel target angle .

[0102] In this way, the cornering posture or exit posture can be optimized based on the target rear wheel angle to achieve faster and more stable cornering and exit.

[0103] Figure 6 and 7 The difference between the steering paths of a vehicle using the vehicle steering control method provided by the present disclosure and the conventional steering stability control technology is described. Before entering a curve, the vehicle identifies the curve in advance, determines the target steering angle when entering the curve, and adjusts the vehicle's turning angle by steering the rear wheels, such as Figure 6 As shown, the vehicle steering control method provided by the present disclosure can be used to enter the curve using a steering route that is closer to the inner ring of the curve, thereby reducing the steering time. When exiting the curve, the vehicle recognizes the curve in advance, determines the target steering angle when exiting the curve, and adjusts the vehicle's exit angle by steering the rear wheels, as shown in FIG. Figure 7 As shown, the vehicle steering control method provided by the present disclosure can be used to quickly straighten the front of the vehicle through rear-wheel steering, thereby achieving faster cornering.

[0104] In an optional embodiment, the vehicle steering control method provided by the present disclosure further includes: When the vehicle is in a condition of about to enter a corner or about to exit a corner, and when the vehicle reaches a target turning angle, it is determined that the vehicle has completed control under the corresponding condition.

[0105] For example, when the vehicle is about to enter a corner, if the vehicle reaches the target turning angle for the cornering condition, i.e., the vehicle turning angle is consistent with the target turning angle, then it can be determined that the vehicle has completed control under the cornering condition. When the vehicle is about to exit a corner, if the vehicle reaches the target turning angle for the cornering condition, i.e., the vehicle turning angle is consistent with the target turning angle, then it can be determined that the vehicle has completed control under the cornering condition.

[0106] The following describes the vehicle's instability during cornering. Considering that excessive yaw often causes vehicle instability during cornering, the vehicle's yaw rate can be used to determine whether the vehicle has entered a cornering instability condition and to control the vehicle when this condition occurs.

[0107] In an optional embodiment, the vehicle steering control method provided by the present disclosure further includes: If the vehicle completes control in the turning condition and a first difference between the reference yaw rate and the actual yaw rate is greater than a yaw angle threshold, it is determined that the vehicle enters a turning instability condition.

[0108] For example, the yaw angle threshold Can be pre-calibrated based on actual needs, for example, the yaw angle threshold The reference yaw rate can be determined using methods in related technologies, which will not be described here.

[0109] If the reference yaw rate and the actual yaw rate The first difference ( ) is greater than the yaw angle threshold If the vehicle is at risk of instability due to excessive yaw, the system can determine that the vehicle is entering a cornering instability condition, and appropriate vehicle control measures can be taken to restore stable operation.

[0110] In an optional embodiment, the vehicle steering control method provided by the present disclosure further includes: When the vehicle is in an unstable condition when entering a corner, the vehicle's movement is controlled according to the vehicle's yaw angular velocity.

[0111] In one embodiment, the target actuator corresponding to the cornering instability condition is the vehicle's brake system. Accordingly, the vehicle's motion can be controlled by determining an additional yaw moment based on a first difference between a reference yaw rate and an actual yaw rate; and performing differential braking control using the brake system based on the additional yaw moment.

[0112] The additional yaw moment refers to the additional torque applied to adjust the yaw rate of the vehicle during the vehicle turning process. , using the limit of quantification LOQ control method, determine the additional yaw moment Or according to the first difference , using the PID (proportional integral differential) control method to determine the additional yaw moment Different braking forces can be applied to different wheels via the braking system, generating additional yaw torque and thus adjusting the vehicle's yaw rate. Through differential braking control, the vehicle's yaw rate can be precisely adjusted to maintain a stable driving posture and reduce the risk of skidding and loss of control.

[0113] Figure 8 This is a flow chart of a vehicle steering control method under a cornering instability condition provided by an exemplary embodiment of the present disclosure. Figure 8 , we can more clearly understand the implementation process of the vehicle steering control method provided by the present disclosure under the instability condition of entering a corner. Figure 8 As shown, the method may include steps S401 to S405.

[0114] In step S401 , if the vehicle completes control in the turning condition and a first difference between the reference yaw rate and the actual yaw rate is greater than a yaw angle threshold, it is determined that the vehicle enters a turning instability condition.

[0115] In step S402 , an additional yaw moment is determined according to a first difference between a reference yaw rate and an actual yaw rate using a LOQ control method.

[0116] In step S403 , differential braking control is performed using the braking device according to the additional yaw moment.

[0117] In step S404, it is determined whether the vehicle has returned to a stable state. If so, step S405 is executed; if not, step S402 is executed again.

[0118] For example, it may be determined that the vehicle has recovered to a stable state when a first difference between a reference yaw rate and an actual yaw rate is less than a yaw angle threshold.

[0119] In step S405 , it is determined that the vehicle exits a cornering instability condition.

[0120] In this way, it is possible to accurately determine whether the vehicle has entered a cornering instability condition and, in this case, control the vehicle to maintain a stable driving posture, reducing the risk of skidding and loss of control. The specific implementation of steps S401 to S403 has been described in detail above, and the repeated content will not be repeated here.

[0121] The following describes the vehicle's unstable exit condition. Considering that tire slip often occurs during cornering due to acceleration, data indicative of the user's acceleration intent (such as accelerator pedal depth) and tire slip rate can be used to determine whether the vehicle has entered a unstable exit condition. The vehicle's tire slip rate and longitudinal acceleration can then be used to control the vehicle during this condition.

[0122] In an optional embodiment, the vehicle steering control method provided by the present disclosure further includes: If the vehicle has completed control in the cornering exit condition and any one of the following conditions is met, the vehicle is determined to have entered the cornering exit instability condition: The accelerator pedal depth is greater than the accelerator pedal depth threshold; A third difference between the current tire slip ratio and the optimal tire slip ratio is greater than the tire slip ratio threshold.

[0123] For example, the accelerator pedal depth threshold and tire slip threshold Can be pre-calibrated based on actual needs, for example, the accelerator pedal depth threshold , tire slip rate threshold It can be calibrated according to the model.

[0124] If the accelerator pedal is deep Greater than the accelerator pedal depth threshold , it can be determined that the driver intends to accelerate out of the corner at a high rate, and the vehicle is very likely to experience tire slippage and instability due to accelerating out of the corner. In this case, the vehicle can be determined to have entered an unstable exit condition, and appropriate vehicle control can be implemented to restore stable operation.

[0125] If the current tire slip rate With optimal tire slip The third difference ( ) is greater than the tire slip rate threshold , it can be determined that the vehicle is very likely to become unstable due to insufficient friction with the ground. At this point, it can be determined that the vehicle has entered an unstable exit condition, and the vehicle can be controlled accordingly to restore stable operation of the vehicle. , For the left front wheel, For the right front wheel, For the left rear wheel, For the right rear wheel.

[0126] The current tire slip can be determined by : The wheel speed is obtained through the vehicle wheel speed sensor, and the current tire slip rate is determined based on the wheel speed difference.

[0127] The optimum tire slip ratio can be determined by : Determine the road surface type of the road ahead based on the road image; determine the road adhesion coefficient based on the road surface type; determine the optimal tire slip rate based on the road adhesion coefficient and tire model.

[0128] For example, the road preview system can not only identify whether the road ahead is a curve, but also identify the road surface type based on the road image. Then, based on the pre-set correspondence between the road surface type and the road adhesion coefficient, the road adhesion coefficient corresponding to the current road surface type can be determined, and then the optimal tire slip rate can be obtained by combining it with the tire model. Current tire slip rate The confirmation can be performed using methods in related technologies, which will not be described in detail here.

[0129] In an optional embodiment, the vehicle steering control method provided by the present disclosure further includes: Determine the driving torque of each tire when the vehicle is in an unstable condition when exiting a corner; The vehicle's motion is controlled based on the driving torque of each tire.

[0130] In one embodiment, the driving torque of each tire can be determined by: When the accelerator pedal depth is greater than the accelerator pedal depth threshold, determining the vehicle required driving torque according to a second difference between the reference longitudinal acceleration and the actual longitudinal acceleration; When a third difference between the current tire slip ratio and the optimal tire slip ratio is greater than the tire slip ratio threshold, the driving torque of each tire is determined according to the third difference and the required driving torque of the vehicle.

[0131] For example, the reference longitudinal acceleration can be determined using methods in related technologies, which will not be described in detail here. If the accelerator pedal depth is greater than the accelerator pedal depth threshold, it can be determined that the driver intends to accelerate out of the corner with a large acceleration, and the vehicle is very likely to become unstable. The driver expresses his intention to accelerate by stepping on the accelerator pedal, and the longitudinal acceleration is a direct reflection of this intention. Therefore, the reference longitudinal acceleration can be used. The actual longitudinal acceleration The second difference ( ), accurately determine the required driving torque of the vehicle. For example, the second difference , using the fuzzy PID control method to determine the required driving torque of the vehicle; or, according to the second difference , the PID control method is used to determine the required driving torque of the vehicle.

[0132] Then, the vehicle's required driving torque and the third difference can be used Accurately distribute the driving torque between each tire. For example, the vehicle's required driving torque and the third difference can be used to , the fuzzy PID control method is used to determine the required driving torque of the vehicle; or, the required driving torque of the vehicle and the third difference can be used to determine the required driving torque of the vehicle. , the PID control method is used to determine the required driving torque of the vehicle.

[0133] In one embodiment, the target actuator corresponding to the cornering instability condition is the vehicle's drive device. Accordingly, the vehicle's motion can be controlled in the following manner: The drive device performs anti-slip control based on the driving torque of each tire.

[0134] In this way, different driving torques can be applied to different wheels of the vehicle to achieve drive anti-skid control, so that the vehicle maintains a stable driving posture and reduces the risk of skidding and loss of control.

[0135] Figure 9 This is a flow chart of a vehicle steering control method under a bend instability condition provided by an exemplary embodiment of the present disclosure. Figure 9 , we can more clearly understand the implementation process of the vehicle steering control method provided by the present disclosure under the condition of instability during cornering. Figure 9 As shown, the method may include steps S501 to S506.

[0136] In step S501, when the vehicle has completed control in a cornering exit condition, if the accelerator pedal depth is greater than the accelerator pedal depth threshold, or the third difference between the current tire slip rate and the optimal tire slip rate is greater than the tire slip rate threshold, it is determined that the vehicle has entered a cornering exit instability condition.

[0137] In step S502 , when the accelerator pedal depth is greater than the accelerator pedal depth threshold, the vehicle required driving torque is determined using a fuzzy PID control method according to a second difference between the reference longitudinal acceleration and the actual longitudinal acceleration.

[0138] In step S503, when the third difference between the current tire slip rate and the optimal tire slip rate is greater than the tire slip rate threshold, the driving torque of each tire is determined using a fuzzy PID control method according to the required driving torque of the vehicle and the third difference.

[0139] In step S504 , the driving device performs drive anti-slip control according to the driving torque of each tire.

[0140] In step S505, it is determined whether the vehicle has returned to a stable state. If so, step S506 is executed; if not, step S502 is executed again.

[0141] For example, the vehicle may be determined to have returned to a stable state when a third difference between the current tire slip ratio and the optimal tire slip ratio is less than a tire slip ratio threshold, and a second difference between the reference longitudinal acceleration and the actual longitudinal acceleration is less than a longitudinal acceleration threshold. The longitudinal acceleration threshold may be preset based on actual needs.

[0142] In step S506 , it is determined whether the vehicle has exited the cornering instability condition.

[0143] In this way, it is possible to accurately determine whether the vehicle has entered an unstable cornering condition and, in this case, control the vehicle to maintain a stable driving posture, reducing the risk of skidding and loss of control. The specific implementation of steps S501 to S504 has been described in detail above, and the repeated content will not be repeated here.

[0144] Figure 10 It is a schematic diagram of a vehicle steering control strategy provided by an exemplary embodiment of the present disclosure.

[0145] The vehicle's road preview system uses the image of the road ahead to determine the road adhesion coefficient , and can be combined with vehicle status information to determine whether the vehicle's turning condition is about to enter a corner or about to exit a corner.

[0146] The vehicle's autonomous cornering system determines the target turning angle when the vehicle is about to enter or exit a corner. .

[0147] The vehicle's signal processing and state estimation unit receives information determined by the road preview system and the autonomous cornering system, as well as vehicle state information collected by sensors on the vehicle, and determines the reference yaw rate based on the received information and the actual yaw rate The first difference , reference longitudinal acceleration The actual longitudinal acceleration The second difference , Current tire slip rate With optimal tire slip The third difference , Target turning angle when entering a corner And the target turning angle when exiting a corner .

[0148] Under the instability condition of entering the corner, the yaw control unit adjusts the Determine the additional yaw moment The braking torque distributor determines the braking torque corresponding to each tire, so that different braking torques are applied to different wheels of the vehicle to stabilize the vehicle under unstable conditions when entering a corner.

[0149] Under the condition of instability when exiting a bend, the anti-skid control unit drives the Determine the required driving torque of the vehicle , and then the drive force distributor uses the required driving torque of the vehicle and the third difference The driving torque of each tire is determined to apply different driving torques to different wheels of the vehicle to stabilize the vehicle under unstable conditions when exiting a corner.

[0150] The angle control unit can adjust the target turning angle according to the upcoming cornering conditions. , determine the corresponding rear wheel target angle , and according to Controls the rear wheels to optimize the vehicle's cornering posture when entering a corner. The angle control unit can adjust the vehicle's turning angle according to the target turning angle when exiting a corner. , determine the corresponding rear wheel target angle , and according to Controls the rear wheels to optimize the vehicle's exit posture when about to exit a corner.

[0151] Figure 11This is a flow chart of a vehicle steering control method provided by an exemplary embodiment of the present disclosure. Figure 11 , we can more clearly understand the implementation process of the vehicle steering control method provided by the present disclosure during the vehicle turning process. Figure 11 As shown, the method may include steps S601 to S625.

[0152] In step S601 , vehicle state information and a front road image are acquired.

[0153] In step S602 , the current tire slip ratio of the vehicle is determined.

[0154] In step S603, based on the front road image and the vehicle status information, it is determined whether the vehicle is about to enter a curve or about to exit a curve. If so, step S604 is executed; if not, step S601 is executed again.

[0155] In step S604, based on the angle prediction model, the target turning angle under the upcoming turning condition is determined according to the curve lane angle and vehicle status information. Or the target turning angle when exiting a turn .

[0156] In step S605, when the vehicle is about to enter a corner, the absolute value of the steering wheel angle is determined. Is it less than the corresponding steering wheel angle threshold? If yes, execute step S606; if no, execute step S604 again.

[0157] In step S606, according to the target turning angle under the turning condition, , using the neural network predictive control method, the target angle of the rear wheel is determined.

[0158] In step S607, the movement of the rear wheels of the vehicle is controlled according to the rear wheel target angle.

[0159] In step S608, it is determined whether the vehicle has reached the target turning angle in the turning condition. If yes, execute step S609; if no, execute step S607 again.

[0160] In step S609 , it is determined whether the vehicle is exiting a turning state.

[0161] In step S610, if the reference yaw rate and the actual yaw rate The first difference Greater than the yaw angle threshold , it is determined that the vehicle has entered a cornering instability condition.

[0162] In step S611, according to the first difference , using the LOQ control method, determine the additional yaw moment .

[0163] In step S612, according to the additional yaw moment , using the braking device for differential braking control.

[0164] In step S613, it is determined whether the vehicle has returned to a stable state. If so, step S614 is executed; if not, step S611 is executed again.

[0165] In step S614, it is determined that the vehicle exits a cornering instability condition.

[0166] In step S615, when the vehicle is about to exit a curve, the absolute value of the steering wheel angle is determined. Is it less than the corresponding steering wheel angle threshold? If yes, execute step S616; if no, execute step S604 again.

[0167] In step S616, according to the target turning angle under the turning condition, , using the neural network predictive control method, the target angle of the rear wheel is determined.

[0168] In step S617, the movement of the rear wheels of the vehicle is controlled according to the rear wheel target angle.

[0169] In step S618, it is determined whether the vehicle has reached the target turning angle under the condition of exiting the corner. If yes, execute step S619; if no, execute step S617 again.

[0170] In step S619 , it is determined whether the vehicle is about to exit a curve.

[0171] In step S620, if the accelerator pedal depth Greater than the accelerator pedal depth threshold , or the current tire slip rate With optimal tire slip The third difference Greater than the tire slip threshold , it is determined that the vehicle enters the unstable condition when exiting the corner.

[0172] In step S621, the accelerator pedal depth Greater than the accelerator pedal depth threshold When the reference longitudinal acceleration The actual longitudinal acceleration The second difference ,The fuzzy PID control method is used to determine the required driving torque of the vehicle.

[0173] In step S622, at the current tire slip ratio With optimal tire slip The third difference Greater than the tire slip threshold When the vehicle's required driving torque and the third difference , the fuzzy PID control method is used to determine the driving torque of each tire.

[0174] In step S623 , the driving device performs drive anti-slip control according to the driving torque of each tire.

[0175] In step S624, it is determined whether the vehicle has returned to a stable state. If so, step S625 is executed; if not, step S621 is executed again.

[0176] In step S625 , it is determined whether the vehicle has exited the cornering instability condition.

[0177] In this way, pre-control and stability control can be synergistically employed to enhance vehicle steering performance. Multi-actuator fusion control is employed to control vehicle stability, enabling coordinated smooth, high-speed steering. Different control strategies and actions are distributed to different vehicle steering conditions, rationally decoupling multiple stability control strategies and reducing interference between them. By synergizing rear wheels, drive, and braking devices and selecting appropriate actuators for different control objectives, control dimensions can be distributed across distinct, non-interfering actuators, decoupling multi-actuator control and improving overall vehicle control capabilities.

[0178] The specific implementation of the above steps S601 to S625 has been described in detail above, and the repeated contents will not be repeated here.

[0179] Based on the same concept, the embodiment of the present disclosure also provides a vehicle steering control device. Figure 12 As shown, the vehicle steering control device 700 may include: An acquisition module 701 is used to acquire vehicle status information and road ahead information; The control module 702 is used to control the vehicle to move according to the vehicle turning condition, where the vehicle turning condition is determined based on the vehicle state information and the road ahead information, and the vehicle turning condition is any one of the following conditions: a condition about to enter a turn, an unstable condition when entering a turn, a condition about to exit a turn, and an unstable condition when exiting a turn.

[0180] In the above technical solution, vehicle status information and road ahead information can be used to accurately identify different vehicle turning conditions, and the vehicle can be controlled differently for different vehicle turning conditions. Multiple vehicle control strategies can be reasonably decoupled to reduce interference between multiple vehicle control strategies, thereby improving vehicle turning safety and driving stability, and enhancing the driver's driving experience.

[0181] In an optional embodiment, the control module 702 is configured to control the vehicle to move according to the vehicle turning condition in the following manner: Controlling the target actuator action in the vehicle corresponding to the vehicle turning condition, wherein the instability condition of entering a turn, the instability condition of exiting a turn, and the condition of about to turn correspond to different target actuators, and the condition of about to turn includes the condition of about to enter a turn and the condition of about to exit a turn.

[0182] In an optional embodiment, the control module 702 includes: The first control submodule is configured to control the vehicle action according to a target turning angle of the vehicle when the vehicle is in the turning-entry condition or the turning-exit condition, wherein the target turning angle is determined based on the vehicle state information and the road ahead information.

[0183] In an optional embodiment, the first control submodule is configured to control the vehicle motion in the following manner: When the vehicle is in the about-to-enter-a-turn condition or the about-to-exit-a-turn condition, if the absolute value of the steering wheel angle is less than the corresponding steering wheel angle threshold, the vehicle action is controlled according to the target turning angle.

[0184] In an optional embodiment, the first control submodule is further configured to determine a steering wheel angle threshold corresponding to the current target turning angle based on a pre-calibrated correspondence between the turning angle and the steering wheel angle threshold.

[0185] In an optional embodiment, the target actuator corresponding to the turning-entry condition and the turning-exit condition is the rear wheel of the vehicle.

[0186] In an optional embodiment, the first control submodule is configured to control the vehicle action according to the target turning angle in the following manner: determining a rear wheel target angle according to the target turning angle; According to the rear wheel target angle, the movement of the vehicle's rear wheels is controlled so that the vehicle reaches the target turning angle.

[0187] In an optional embodiment, the first control submodule is configured to determine the rear wheel target angle by: According to the target turning angle, the target angle of the rear wheel is determined using a neural network predictive control method.

[0188] In an optional embodiment, the first control submodule is further used to redetermine the target turning angle if the absolute value of the steering wheel angle is greater than or equal to the corresponding steering wheel angle threshold when the vehicle is in the turning-entry condition or the turning-exit condition.

[0189] In an optional embodiment, the control module 702 includes: The second control submodule is configured to control the vehicle motion according to the yaw angular velocity of the vehicle when the vehicle is in the cornering instability condition.

[0190] In an optional embodiment, the target actuator corresponding to the cornering instability condition is a braking device of the vehicle.

[0191] In an optional embodiment, the second control submodule is configured to control the vehicle motion according to the yaw angular velocity of the vehicle in the following manner: determining an additional yaw moment according to a first difference between a reference yaw rate and an actual yaw rate; Differential braking control is performed using the brake device according to the additional yaw moment.

[0192] In an optional implementation, the second control submodule is configured to determine the additional yaw moment according to a first difference between a reference yaw rate and an actual yaw rate in the following manner: The additional yaw moment is determined according to the first difference using a limit of quantification (LOQ) control method.

[0193] In an optional embodiment, the control module 702 includes: The third control submodule is configured to determine the driving torque of each tire when the vehicle is in the unstable cornering condition; and control the vehicle movement according to the driving torque of each tire.

[0194] In an optional embodiment, the target actuator corresponding to the cornering instability condition is a drive device of the vehicle.

[0195] In an optional embodiment, the third control submodule is configured to control the vehicle motion according to the driving torque of each tire in the following manner: The drive device is used to perform drive slip control according to the drive torque of each tire.

[0196] In an optional embodiment, the third control submodule is configured to determine the driving torque of each tire by: When the accelerator pedal depth is greater than the accelerator pedal depth threshold, determining the required driving torque of the vehicle according to a second difference between the reference longitudinal acceleration and the actual longitudinal acceleration; When a third difference between the current tire slip ratio and the optimal tire slip ratio is greater than a tire slip ratio threshold, the driving torque of each tire is determined according to the third difference and the required driving torque of the vehicle.

[0197] In an optional embodiment, the required driving torque of the vehicle and / or the driving torque of each tire are obtained by using a fuzzy proportional-integral-differential control method.

[0198] In an optional embodiment, the vehicle steering control device 700 further includes: The identification module is used to use the road preview system to identify whether the vehicle is in the about-entering-a-cornering condition or the about-exiting-a-cornering condition based on the vehicle state information and the front road information.

[0199] In an optional embodiment, the identification module is further used to determine that the vehicle has entered the turning instability condition if the vehicle has completed control under the turning condition and a first difference between the reference yaw angular velocity and the actual yaw angular velocity is greater than a yaw angle threshold.

[0200] In an optional embodiment, the identification module is further configured to determine that the vehicle has entered the cornering instability condition if the vehicle completes control in the cornering exit condition and any one of the following conditions is met: The accelerator pedal depth is greater than the accelerator pedal depth threshold; A third difference between the current tire slip ratio and the optimal tire slip ratio is greater than the tire slip ratio threshold.

[0201] In an optional embodiment, the identification module is further used to determine that the vehicle has completed control under the corresponding working condition when the vehicle is in the working condition about to enter a corner or the working condition about to exit a corner, when the vehicle reaches the target turning angle.

[0202] In an optional embodiment, the accelerator pedal depth threshold and / or the tire slip rate threshold are calibrated according to the vehicle model.

[0203] In an optional embodiment, the vehicle steering control device 700 further includes: A determination module is used to determine a target turning angle under the current vehicle turning condition based on the vehicle state information and the front road information when the vehicle is in the turning-entry condition or the turning-exit condition.

[0204] In an optional embodiment, the determination module is configured to determine a target turning angle under the current vehicle turning condition based on the vehicle state information and the front road information in the following manner: Determining a lane angle of a curved road based on the road ahead information; The target turning angle is obtained by using an angle prediction model according to the curve lane line angle and the vehicle state information.

[0205] In an optional embodiment, the angle prediction model is trained based on a gradient boosting tree algorithm.

[0206] In an optional embodiment, the road ahead information includes a road ahead image; the determination module is further configured to identify whether the road ahead is a curve based on the road ahead image; and when the road ahead is a curve, determine the curve lane line angle.

[0207] In an optional embodiment, the determination module is configured to identify whether the road ahead is a curve by: performing grayscale processing on the front road image; Extract lane lines from the grayscale processed image; Binarize the extracted lane lines; Perform edge detection on the binarization results to identify whether the road ahead is a curve.

[0208] Based on the same concept, an embodiment of the present disclosure further provides a controller, the controller comprising: processor; a memory for storing processor-executable instructions; Wherein, the processor is configured to: execute the steps of the above-mentioned vehicle steering control method.

[0209] Based on the same concept, an embodiment of the present disclosure also provides a vehicle, including the above-mentioned controller.

[0210] Based on the same concept, an embodiment of the present disclosure further provides a computer-readable storage medium having a computer program stored thereon, which implements the steps of the above-mentioned vehicle steering control method when executed by a processor.

[0211] Based on the same concept, an embodiment of the present disclosure further provides a computer program product, including a computer program, which implements the steps of the above-mentioned vehicle steering control method when executed by a processor.

[0212] The preferred embodiments of the present disclosure are described in detail above in conjunction with the accompanying drawings. However, the present disclosure is not limited to the specific details of the above embodiments. Within the technical concept of the present disclosure, various simple modifications can be made to the technical solutions of the present disclosure, and these simple modifications all fall within the scope of protection of the present disclosure.

[0213] It should also be noted that the various specific technical features described in the above specific embodiments can be combined in any appropriate manner without contradiction. In order to avoid unnecessary repetition, the present disclosure will not further describe various possible combinations.

[0214] In addition, the various embodiments of the present disclosure may be arbitrarily combined, and as long as they do not violate the concept of the present disclosure, they should also be regarded as the contents disclosed by the present disclosure.

Claims

1. A vehicle steering control method, characterized in that: include: Obtain vehicle status information and road ahead information; The vehicle is controlled to move according to a vehicle turning condition, wherein the vehicle turning condition is determined based on the vehicle state information and the road ahead information, and the vehicle turning condition is any one of the following conditions: a condition about to enter a turn, an unstable condition when entering a turn, a condition about to exit a turn, and an unstable condition when exiting a turn.

2. The vehicle steering control method according to claim 1, characterized in that: The controlling of the vehicle according to the vehicle turning condition includes: Controlling the target actuator action in the vehicle corresponding to the vehicle turning condition, wherein the instability condition of entering a turn, the instability condition of exiting a turn, and the condition of about to turn correspond to different target actuators, and the condition of about to turn includes the condition of about to enter a turn and the condition of about to exit a turn.

3. The vehicle steering control method according to claim 1, characterized in that: The controlling of the vehicle according to the vehicle turning condition includes: When the vehicle is in the about-to-enter-a-corner condition or the about-to-exit-a-corner condition, the vehicle action is controlled according to the target turning angle of the vehicle, wherein the target turning angle is determined according to the vehicle state information and the front road information.

4. The vehicle steering control method according to claim 3, characterized in that: When the vehicle is in the about-to-enter-a-corner operating condition or the about-to-exit-a-corner operating condition, controlling the vehicle action according to the target turning angle of the vehicle includes: When the vehicle is in the about-to-enter-a-turn condition or the about-to-exit-a-turn condition, if the absolute value of the steering wheel angle is less than the corresponding steering wheel angle threshold, the vehicle action is controlled according to the target turning angle.

5. The vehicle steering control method according to claim 4, characterized in that: The method further comprises: According to the pre-calibrated correspondence between the turning angle and the steering wheel angle threshold, the steering wheel angle threshold corresponding to the current target turning angle is determined.

6. The vehicle steering control method according to claim 3 or 4, characterized in that: The target actuators corresponding to the turning-entry condition and the turning-exit condition are the rear wheels of the vehicle.

7. The vehicle steering control method according to claim 6, characterized in that: Controlling the vehicle action according to the target turning angle includes: determining a rear wheel target angle according to the target turning angle; According to the rear wheel target angle, the movement of the vehicle's rear wheels is controlled so that the vehicle reaches the target turning angle.

8. The vehicle steering control method according to claim 7, characterized in that: Determining a target rear wheel angle according to the target turning angle includes: According to the target turning angle, the target angle of the rear wheel is determined using a neural network predictive control method.

9. The vehicle steering control method according to claim 4, characterized in that: The method further comprises: When the vehicle is in the about-to-enter-a-turn condition or the about-to-exit-a-turn condition, if the absolute value of the steering wheel angle is greater than or equal to the corresponding steering wheel angle threshold, the target turning angle is re-determined.

10. The vehicle steering control method according to claim 1, characterized in that: The controlling of the vehicle according to the vehicle turning condition includes: When the vehicle is in the turning instability condition, the vehicle movement is controlled according to the yaw angular velocity of the vehicle.

11. The vehicle steering control method according to claim 10, characterized in that: The target actuator corresponding to the cornering instability condition is the braking device of the vehicle.

12. The vehicle steering control method according to claim 11, characterized in that: The controlling the vehicle motion according to the yaw angular velocity of the vehicle includes: determining an additional yaw moment according to a first difference between a reference yaw rate and an actual yaw rate; Differential braking control is performed using the brake device according to the additional yaw moment.

13. The vehicle steering control method according to claim 12, characterized in that: The determining of the additional yaw moment according to a first difference between a reference yaw rate and an actual yaw rate includes: The additional yaw moment is determined according to the first difference using a limit of quantification (LOQ) control method.

14. The vehicle steering control method according to claim 1, wherein: The controlling of the vehicle according to the vehicle turning condition includes: When the vehicle is in the unstable cornering condition, determining the driving torque of each tire; The vehicle behavior is controlled based on the driving torque of each tire.

15. The vehicle steering control method according to claim 14, characterized in that: The target actuator corresponding to the cornering instability working condition is the driving device of the vehicle.

16. The vehicle steering control method according to claim 15, characterized in that: The controlling of the vehicle motion according to the driving torque of each tire includes: The drive device is used to perform drive slip control according to the drive torque of each tire.

17. The vehicle steering control method according to claim 14, characterized in that: Determine the driving torque of each tire, including: When the accelerator pedal depth is greater than the accelerator pedal depth threshold, determining the required driving torque of the vehicle according to a second difference between the reference longitudinal acceleration and the actual longitudinal acceleration; When a third difference between the current tire slip ratio and the optimal tire slip ratio is greater than a tire slip ratio threshold, the driving torque of each tire is determined according to the third difference and the required driving torque of the vehicle.

18. The vehicle steering control method according to claim 17, characterized in that: The required driving torque of the vehicle and / or the driving torque of each tire are obtained by using a fuzzy proportional integral differential control method.

19. The vehicle steering control method according to claim 1, wherein: The method further comprises: A road preview system is used to identify whether the vehicle is in the about-to-enter-a-corner condition or the about-to-exit-a-corner condition based on the vehicle state information and the front road information.

20. The vehicle steering control method according to claim 19, characterized in that: The method further comprises: If the vehicle completes control in the turning-entry condition and a first difference between a reference yaw rate and an actual yaw rate is greater than a yaw angle threshold, it is determined that the vehicle enters the turning-entry instability condition.

21. The vehicle steering control method according to claim 19, wherein: The method further comprises: If the vehicle completes control in the impending cornering condition and any one of the following conditions is met, it is determined that the vehicle has entered the cornering instability condition: The accelerator pedal depth is greater than the accelerator pedal depth threshold; A third difference between the current tire slip ratio and the optimal tire slip ratio is greater than the tire slip ratio threshold.

22. The vehicle steering control method according to claim 20 or 21, characterized in that: The method further comprises: When the vehicle is in the about-to-enter-a-corner operating condition or the about-to-exit-a-corner operating condition, and when the vehicle reaches a target turning angle, it is determined that the vehicle has completed control under the corresponding operating condition.

23. The vehicle steering control method according to claim 17 or 21, characterized in that: The accelerator pedal depth threshold and / or the tire slip rate threshold are calibrated according to the vehicle model.

24. The vehicle steering control method according to claim 1, characterized in that: The method further comprises: When the vehicle is in the about-to-enter-a-turn condition or the about-to-exit-a-turn condition, a target turning angle under the current vehicle turning condition is determined according to the vehicle state information and the front road information.

25. The vehicle steering control method according to claim 3 or 24, characterized in that: Determine a target turning angle under a current vehicle turning condition based on the vehicle state information and the road ahead information in the following manner: Determining a lane angle of a curved road based on the road ahead information; The target turning angle is obtained by using an angle prediction model according to the curve lane line angle and the vehicle state information.

26. The vehicle steering control method according to claim 25, characterized in that: The angle prediction model is obtained by training based on the gradient boosting tree algorithm.

27. The vehicle steering control method according to claim 25, characterized in that: The front road information includes a front road image; and determining a curve lane angle based on the front road information includes: identifying whether the road ahead is a curve according to the image of the road ahead; When the road ahead is a curve, the curve lane line angle is determined.

28. The vehicle steering control method according to claim 27, characterized in that: The identifying, based on the image of the road ahead, whether the road ahead is a curve includes: performing grayscale processing on the front road image; Extract lane lines from the grayscale processed image; Binarize the extracted lane lines; Perform edge detection on the binarization results to identify whether the road ahead is a curve.

29. A controller, characterized in that: include: processor; a memory for storing processor-executable instructions; The processor is configured to execute the executable instructions in the memory to implement the steps of the vehicle steering control method according to any one of claims 1 to 28.

30. A vehicle, characterized in that: Including the controller described in claim 29.

31. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the steps of the vehicle steering control method according to any one of claims 1 to 28 are implemented.

32. A computer program product, characterized in that The invention comprises a computer program, which, when executed by a processor, implements the steps of the vehicle steering control method according to any one of claims 1 to 28.

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