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

Abstract

The present disclosure relates to a vehicle steering control method, a controller, a vehicle, a storage medium and a program product. The method comprises: determining a vehicle turning working condition according to obtained vehicle state information and front road information, and controlling vehicle action according to the vehicle turning working condition, wherein the vehicle turning working condition is any one of the following working conditions: an about-to-turn-in working condition, a turn-in instability working condition, an about-to-turn-out working condition and a turn-out instability working condition. In this way, different vehicle turning working conditions can be accurately identified by using vehicle state information and front road information, different controls can be performed on the vehicle for different vehicle turning working conditions, multiple vehicle control strategies can be reasonably coupled, interference between multiple vehicle control strategies can be reduced, the safety of vehicle turning and the stability of driving can be improved, and the driving experience of the driver can be improved.

Description

TECHNICAL FIELD

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

[0002] In the conventional vehicle turning process, the driver needs to judge the turning speed, turning angle and other operations of the vehicle according to his own driving experience and feeling. This way is easily affected by the personal skill level and mental state of the driver. If the driver is fatigued or lacks driving experience, he may make mistakes when turning, such as insufficient turning angle into the curve leading to side slip, decreased turning speed, instability, etc. SUMMARY

[0003] The purpose of the present disclosure is to provide a vehicle turning 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 to improve the driving experience of the driver.

[0004] To achieve the above-mentioned purpose, the first aspect of the present disclosure provides a vehicle turning control method, comprising:

[0005] obtaining vehicle state information and front road information;

[0006] controlling the vehicle to act according to the vehicle turning working condition, wherein the vehicle turning working condition is determined according to the vehicle state information and the front road information, and the vehicle turning working condition is any one of the following working conditions: an entering curve working condition, an entering curve instability working condition, an exiting curve working condition and an exiting curve instability working condition.

[0007] Optionally, the controlling the vehicle to act according to the vehicle turning working condition comprises:

[0008] controlling the target actuator corresponding to the vehicle turning working condition in the vehicle to act, wherein the entering curve instability working condition, the exiting curve instability working condition and the working condition of about to turn correspond to different target actuators, and the working condition of about to turn includes the entering curve working condition and the exiting curve working condition.

[0009] Optionally, the controlling the vehicle to act according to the vehicle turning working condition comprises:

[0010] when the vehicle is in the entering curve working condition or the exiting curve working condition, controlling the vehicle to act 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.

[0011] Optionally, the controlling the vehicle to act according to the target turning angle of the vehicle when the vehicle is in the entering curve working condition or the exiting curve working condition comprises:

[0012] When the vehicle is in the entering corner condition or the leaving corner condition, if an absolute value of the steering wheel angle is less than a corresponding steering wheel angle threshold, the vehicle is controlled according to the target cornering angle.

[0013] Optionally, the method further comprises:

[0014] According to a correspondence between a pre-calibrated cornering angle and a steering wheel angle threshold, a steering wheel angle threshold corresponding to a current target cornering angle is determined.

[0015] Optionally, a target actuator corresponding to the entering corner condition and the leaving corner condition is a rear wheel of the vehicle.

[0016] Optionally, the vehicle is controlled according to the target cornering angle, comprising:

[0017] According to the target cornering angle, a rear wheel target angle is determined;

[0018] According to the rear wheel target angle, the rear wheel of the vehicle is controlled to move, so that the vehicle reaches the target cornering angle.

[0019] Optionally, the rear wheel target angle is determined according to the target cornering angle, comprising:

[0020] According to the target cornering angle, the rear wheel target angle is determined by using a neural network prediction control method.

[0021] Optionally, the method further comprises:

[0022] When the vehicle is in the entering corner condition or the leaving corner condition, if the absolute value of the steering wheel angle is greater than or equal to the corresponding steering wheel angle threshold, the target cornering angle is re-determined.

[0023] Optionally, the vehicle is controlled according to the vehicle cornering condition, comprising:

[0024] When the vehicle is in the entering corner instability condition, the vehicle is controlled according to a yaw rate of the vehicle.

[0025] Optionally, a target actuator corresponding to the entering corner instability condition is a brake device of the vehicle.

[0026] Optionally, the vehicle is controlled according to the yaw rate of the vehicle, comprising:

[0027] According to a first difference value between a reference yaw rate and an actual yaw rate, an additional yaw moment is determined.

[0028] According to the additional yaw moment, differential braking control is performed on the braking device.

[0029] Optionally, the additional yaw moment is determined according to a first difference between a reference yaw rate and an actual yaw rate.

[0030] According to the first difference, the additional yaw moment is determined by using a limit of quantification (LOQ) control method.

[0031] Optionally, the vehicle is controlled according to a turning working condition of the vehicle.

[0032] When the vehicle is in the out-of-turn instability working condition, a driving torque of each tire is determined.

[0033] According to the driving torque of each tire, the vehicle is controlled.

[0034] Optionally, the target actuator corresponding to the out-of-turn instability working condition is a driving device of the vehicle.

[0035] According to the driving torque of each tire, the vehicle is controlled.

[0036] According to the driving torque of each tire, driving anti-skid control is performed on the driving device.

[0037] Optionally, the driving torque of each tire is determined by:

[0038] When an accelerator pedal depth is greater than an accelerator pedal depth threshold value, a required driving torque of the vehicle is determined according to a second difference between a reference longitudinal acceleration and an actual longitudinal acceleration.

[0039] When a third difference between a current tire slip ratio and an optimal tire slip ratio is greater than a tire slip ratio threshold value, the driving torque of each tire is determined according to the third difference and the required driving torque of the vehicle.

[0040] Optionally, the required driving torque of the vehicle and / or the driving torque of each tire is obtained by using a fuzzy proportional-integral-derivative (PID) control method.

[0041] Optionally, the method further comprises:

[0042] According to the vehicle state information and the front road information, whether the vehicle is in the about-to-turn-in working condition or the about-to-turn-out working condition is identified by using a road pre-look-ahead system.

[0043] Optionally, the method further comprises:

[0044] If the vehicle completes the control in the entering-a-turn unstable condition, and a first difference between a reference yaw rate and an actual yaw rate is greater than a yaw rate threshold, it is determined that the vehicle enters the exiting-a-turn unstable condition.

[0045] Optionally, the method further comprises:

[0046] If the vehicle completes the control in the entering-a-turn unstable condition, and any one of the following conditions is met, it is determined that the vehicle enters the exiting-a-turn unstable condition:

[0047] The accelerator pedal depth is greater than an accelerator pedal depth threshold;

[0048] A third difference between a current tire slip ratio and an optimal tire slip ratio is greater than a tire slip ratio threshold.

[0049] Optionally, the method further comprises:

[0050] When the vehicle is in the entering-a-turn condition or the exiting-a-turn condition, it is determined that the vehicle completes the control in the corresponding condition if the vehicle reaches the target turning angle.

[0051] Optionally, the accelerator pedal depth threshold and / or the tire slip ratio threshold is calibrated according to a vehicle model.

[0052] Optionally, the method further comprises:

[0053] When the vehicle is in the entering-a-turn condition or the exiting-a-turn condition, a target turning angle in a current vehicle turning condition is determined according to the vehicle state information and the front road information.

[0054] Optionally, the target turning angle in the current vehicle turning condition is determined according to the vehicle state information and the front road information by:

[0055] A turning road lane line angle is determined according to the front road information;

[0056] The target turning angle is obtained according to the turning road lane line angle and the vehicle state information by using an angle prediction model.

[0057] Optionally, the angle prediction model is trained based on a gradient boosting tree algorithm.

[0058] Optionally, the front road information comprises a front road image; and the determination of the turning road lane line angle according to the front road information comprises:

[0059] Whether the front road is a turning road is identified according to the front road image;

[0060] When the front road is a curved road, the curved road lane line angle is determined.

[0061] Optionally, the determining whether the front road is a curved road according to the front road image comprises:

[0062] The front road image is subjected to grayscale processing.

[0063] The image subjected to the grayscale processing is subjected to lane line extraction.

[0064] The extracted lane line is subjected to binarization processing.

[0065] The binarization processing result is subjected to edge detection to determine whether the front road is a curved road.

[0066] The second aspect of the present disclosure provides a controller comprising:

[0067] a processor;

[0068] a memory for storing processor-executable instructions;

[0069] The processor is configured to execute the executable instructions in the memory to implement the steps of the vehicle turning control method provided in the first aspect of the present disclosure.

[0070] The third aspect of the present disclosure provides a vehicle comprising the controller provided in the second aspect of the present disclosure.

[0071] The fourth aspect of the present disclosure provides a computer-readable storage medium having a computer program stored thereon, the computer program being executed by a processor to implement the steps of the vehicle turning control method provided in the first aspect of the present disclosure.

[0072] The fifth aspect of the present disclosure provides a computer program product comprising a computer program, the computer program being executed by a processor to implement the steps of the vehicle turning control method provided in the first aspect of the present disclosure.

[0073] In the above technical solution, the vehicle turning working condition is determined according to the obtained vehicle state information and front road information, and the vehicle action is controlled according to the vehicle turning working condition, wherein the vehicle turning working condition is any one of the following working conditions: an about-to-enter-curve working condition, an enter-curve instability working condition, an about-to-exit-curve working condition, and an exit-curve instability working condition. In this way, different vehicle turning working conditions can be accurately identified by using the vehicle state information and the front road information, the vehicle is controlled differently for different vehicle turning working conditions, a plurality of vehicle control strategies are reasonably coupled, interference between the plurality of vehicle control strategies is reduced, the safety of vehicle turning and the stability of driving are improved, and the driving experience of the driver is improved.

[0074] Other features and advantages of the present disclosure will be described in detail in the following detailed description section. Attached Figure Description

[0075] The accompanying drawings are provided to further understand the present disclosure and form part of the specification. They are used together with the following detailed description to explain the present disclosure, but do not constitute a limitation thereof.

[0076] Figure 1 This is a flowchart of a vehicle steering control method provided in an exemplary embodiment of the present disclosure.

[0077] Figure 2 This is a flowchart of a vehicle steering control method for entering and exiting a curve, provided by an exemplary embodiment of this disclosure.

[0078] Figure 3 This is a flowchart of a method for determining the lane line angle of a curve, provided by an exemplary embodiment of this disclosure.

[0079] Figure 4 This is a schematic diagram illustrating the training of an angle prediction model provided in an exemplary embodiment of this disclosure.

[0080] Figure 5 This is a schematic diagram of a neural network predictive control structure provided in an exemplary embodiment of the present disclosure.

[0081] Figure 6 This is a schematic diagram of a curve entry process provided by an exemplary embodiment of the present disclosure.

[0082] Figure 7 This is a schematic diagram of a curve exiting process provided by an exemplary embodiment of this disclosure.

[0083] Figure 8 This is a flowchart of a vehicle steering control method under cornering instability conditions provided by an exemplary embodiment of this disclosure.

[0084] Figure 9 This is a flowchart of a vehicle steering control method under cornering instability conditions provided by an exemplary embodiment of this disclosure.

[0085] Figure 10 This is a schematic diagram of a vehicle steering control strategy provided by an exemplary embodiment of this disclosure.

[0086] Figure 11 This is a flowchart of a vehicle steering control method provided in an exemplary embodiment of the present disclosure.

[0087] Figure 12 This is a block diagram of a vehicle steering control device provided in an exemplary embodiment of the present disclosure. Detailed Implementation

[0088] The specific embodiments of the present disclosure are described in detail below with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are merely intended for explanation and interpretation of the present disclosure and are not intended to limit the present disclosure.

[0089] In the following description, the words "first", "second", etc. are used only for the purpose of distinguishing the described embodiments, and cannot be understood as indicating or implying relative importance, nor indicating or implying an order.

[0090] Figure 1 is a flowchart of a vehicle steering control method provided by an exemplary embodiment of the present disclosure. The method can be applied to a controller provided on a vehicle. As shown in Figure 1 , the method can include steps S101 and S102.

[0091] In step S101, vehicle state information and front road information are acquired.

[0092] For example, the vehicle state information can include at least one of the following: actual yaw rate , total driving torque , left front wheel driving torque , right front wheel driving force , left rear wheel driving force , right rear wheel driving force , total vehicle mass m , vehicle longitudinal speed , actual longitudinal acceleration , accelerator pedal depth , steering wheel angle The above vehicle state information can be acquired by a pre-set on-board sensor and vehicle model size data storage.

[0093] For example, the front road information can be acquired by a road surface preview system of the vehicle. The road surface preview system can include a camera, a radar, a sensor, and a road surface adhesion coefficient estimator to identify a curve ahead of the vehicle and a driving road surface type, and determine a road surface adhesion coefficient based on the driving road surface type.

[0094] In step S102, the vehicle is controlled to act according to a vehicle turning condition.

[0095] The vehicle turning condition is determined according to the vehicle state information and the front road information. The vehicle turning condition is any one of the following conditions: an about-to-enter-a-curve condition, an entering-a-curve instability condition, an about-to-exit-a-curve condition, and an exiting-a-curve instability condition.

[0096] For example, the road preview system can use the road information in front of the vehicle and the vehicle state information to identify whether the vehicle is in a condition of about to enter a curve or a condition of about to exit a curve. In the case that the vehicle is in the condition of about to enter a curve or the condition of about to exit a curve, the optimal route and the target turning angle can be calculated in advance according to the curvature of the curve (or the angle of the curve lane line) and the vehicle state information, so that the vehicle can stably and quickly enter or exit the curve, and the driving experience of the driver is improved.

[0097] For example, in the case that the vehicle completes the control in the condition of about to enter a curve or the condition of about to exit a curve, whether the vehicle is likely to be unstable can be determined in combination with the actual yaw rate , the accelerator pedal depth , and the current tire slip ratio , and whether the vehicle enters a curve instability condition or an exit curve instability condition is determined. For example, if the actual yaw rate is too large due to the too fast speed of the vehicle when the vehicle enters a curve, it can be judged that the vehicle has a tendency to be unstable, and at this time, the vehicle can be appropriately braked by controlling the braking device of the vehicle to restore the stable state of the vehicle and avoid the occurrence of the dangerous situation of the vehicle skidding.

[0098] In the above technical solution, the vehicle turning condition is determined according to the obtained vehicle state information and the road information in front of the vehicle, and the vehicle action is controlled according to the vehicle turning condition, wherein the vehicle turning condition is any one of the following conditions: a condition of about to enter a curve, a curve instability condition, a condition of about to exit a curve, and an exit curve instability condition. In this way, different vehicle turning conditions can be accurately identified by using the vehicle state information and the road information in front of the vehicle, different controls can be performed on the vehicle according to different vehicle turning conditions, a variety of vehicle control strategies can be reasonably coupled, interference between the vehicle control strategies is reduced, the safety of the vehicle turning and the stability of the driving are improved, and the driving experience of the driver is improved.

[0099] At present, in the vehicle stability control, a single actuator is usually used to avoid interference between actuators. However, the control range of the single actuator is limited, and the control ability is limited in complex conditions. In order to solve this problem, in the present disclosure, different target actuators are set for different vehicle turning conditions to control the vehicle. In an optional embodiment, in step S102, the vehicle is controlled to act according to the vehicle turning condition, including:

[0100] Controlling the target actuator in the vehicle corresponding to the vehicle turning condition to act.

[0101] In the above technical solution, the curve instability condition, the exit curve instability condition, 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 curve and the condition of about to exit a curve.

[0102] For example, the target actuator corresponding to the entering-bend condition and the exiting-bend condition can be the rear wheel of the vehicle, so as to optimize the entering-bend posture or the exiting-bend posture.

[0103] For example, the target actuator corresponding to the entering-bend instability condition can be the braking device of the vehicle, so as to restore the stability of the vehicle, prevent the vehicle from sliding out of control, and ensure the safety of the vehicle entering the bend.

[0104] For example, the target actuator corresponding to the exiting-bend instability condition can be the driving device of the vehicle, so as to avoid the vehicle from losing control due to excessive or insufficient power output, and ensure the vehicle to exit the bend smoothly.

[0105] In this way, by selecting a reasonable actuator for different control targets, the control dimensions can be distributed to different actuators without interference, the multi-actuator control can be decoupled, and the vehicle control capability can be improved.

[0106] In the following, the identification of different vehicle turning conditions and the control of the vehicle in the condition will be described.

[0107] In the following, the entering-bend condition and the exiting-bend condition of the vehicle will be described.

[0108] In an optional embodiment, the vehicle turning control method provided by the present disclosure further comprises:

[0109] The road preview system is used to identify whether the vehicle is in the entering-bend condition or the exiting-bend condition according to the vehicle state information and the front road information.

[0110] For example, the road preview system can monitor the front road in real time and obtain information such as the starting point and the ending point of the bend. For example, when the front road is a bend, the vehicle turning condition can be determined as the entering-bend condition when the vehicle gradually approaches the starting point of the bend and the distance between the vehicle and the starting point of the bend is less than a first distance threshold. When the front road is a bend, the vehicle turning condition can be determined as the exiting-bend condition when the vehicle gradually approaches the ending point of the bend and the distance between the vehicle and the starting point of the bend is less than a second distance threshold. The first distance threshold and the second distance threshold can be pre-set based on actual needs.

[0111] In this way, by identifying the entering-bend condition and the exiting-bend condition in advance, the driving state of the vehicle can be adjusted in time, and the safety of the vehicle driving on the bend can be improved.

[0112] In an optional embodiment, the vehicle turning control method provided by the present disclosure further comprises:

[0113] When the vehicle is in the entering-bend condition or the leaving-bend condition, the target turning angle of the vehicle in the current turning condition is determined according to the vehicle state information and the front road information.

[0114] Figure 2 is a flowchart of a vehicle turning control method in the entering-bend condition and the leaving-bend condition according to an example embodiment of the present disclosure. In an embodiment, the target turning angle of the vehicle in the current turning condition can be determined according to the vehicle state information and the front road information by using steps S201 and S202 as shown in Figure 2

[0115] In step S201, the bend lane line angle is determined according to the front road information.

[0116] For example, the front road information can include a front road image, which can be collected by a camera in a road surface preview system. For example, whether the front road is a bend can be identified according to the front road image, and when the front road is a bend, the bend lane line angle is determined to avoid unnecessary bend lane line angle confirmation. The determination of the bend lane line angle can be implemented by using a flowchart as shown in Figure 3

[0117] In step S301, the front road image is subjected to grayscale processing.

[0118] For example, the grayscale processing of the image can be implemented by using related technologies to convert the collected color image into a grayscale image, which will not be described herein. The grayscale processing can reduce the data amount while retaining the basic structural information of the image, which is convenient for subsequent processing.

[0119] In step S302, the image subjected to the grayscale processing is subjected to lane line extraction.

[0120] For example, the lane line extraction can be implemented by using image segmentation technology in related technologies.

[0121] In step S303, the extracted lane line is subjected to binarization processing.

[0122] For example, the extracted lane line can be subjected to binarization processing, in which the pixel value of the lane line is set to 1 (white) and the pixel value of the background area is set to 0 (black).

[0123] In step S304, the binarization processing result is subjected to edge detection to identify whether the front road is a bend. If yes, step S305 is performed; if no, step S306 is performed.

[0124] ​​For example, the binarized image can be processed using an edge detection algorithm in the related art to extract edge information of the lane line. Then, based on the edge information, the curvature of the lane line can be determined. For example, if the curvature is greater than a preset curvature threshold, it can be identified that the road ahead is a curve.

[0125] In step S305, the curve lane line angle is determined.

[0126] For example, the curve lane line angle can be determined by fitting the curve lane line angle using a pre-trained deep neural network.

[0127] In step S306, the recognition result is output.

[0128] Based on the curve lane line angle determination method as shown in Figure 3 , the front road can be accurately and efficiently identified as a curve, and timely information support can be provided for subsequent vehicle steering control.

[0129] Returning to Figure 2 , in step S202, the target turning angle is obtained from the curve lane line angle and vehicle state information using an angle prediction model.

[0130] For example, the vehicle state information can include real-time collected vehicle driving state and vehicle positioning data. The curve lane line angle and the vehicle state information can be input into the angle prediction model, and the angle output by the angle prediction model is the target turning angle. In the case where the vehicle is in a condition of about to enter a curve, the target turning angle can be understood as the best entering angle. In the case where the vehicle is in a condition of about to exit a curve, the target turning angle can be understood as the best exiting angle. The target turning angle can assist the driver in pre-selecting the best route.

[0131] In an embodiment, the angle prediction model is trained based on a gradient boosting tree algorithm. As shown in Figure 4 , real vehicle steering experiments can be used to obtain the curve lane line angle, vehicle driving state (longitudinal speed, longitudinal acceleration, lateral acceleration, heading angle, front wheel turning angle, etc.), vehicle positioning data, and best turning angle. The gradient boosting tree algorithm is used to train the prediction model. The curve lane line angle, vehicle driving state, and vehicle positioning data are input data for training, and the best turning angle is the target output data for training. The angle prediction model can be stored locally on an electronic device and called locally each time it is used, or it can be stored on a third-party platform and called from the third party each time it is used, which is not limited here.

[0132] In this way, the angle prediction model is trained using the gradient boosting tree algorithm, which can improve the prediction accuracy of the model, enhance the generalization ability, and obtain a target turning angle with high accuracy.

[0133] In an optional embodiment, in step S102, the vehicle is controlled to act according to the turning condition of the vehicle, including:

[0134] When the vehicle is in the entering-turning condition or the exiting-turning condition, the vehicle is controlled to act according to the target turning angle of the vehicle.

[0135] In an embodiment, the step of controlling the vehicle to act according to the target turning angle of the vehicle can be implemented by steps S203 and S204 as shown in the following. Figure 2

[0136] In step 203, it is determined whether the absolute value of the steering wheel angle is less than the corresponding steering wheel angle threshold value. If yes, step S204 is executed; if no, steps S201 and S202 are re-executed.

[0137] For example, the steering wheel angle threshold value used for comparison with the absolute value of the steering wheel angle this time can be determined in the following way:

[0138] According to the correspondence between the turning angle and the steering wheel angle threshold value, the steering wheel angle threshold value corresponding to the current target turning angle is determined.

[0139] For example, the correspondence between the turning angle and the steering wheel angle threshold value can be preset through test results, and the correspondence can be represented by a function, a mapping table, etc. When the current target turning angle is determined, the corresponding steering wheel angle threshold value can be determined by looking up the correspondence determined by the test. In this way, the steering wheel angle threshold value that can adapt to the actual state of the vehicle can be determined in combination with the target turning angle, thereby improving the accuracy of the control of the vehicle.

[0140] Further, the correspondence between the turning angle and the steering wheel angle threshold value under the entering-turning condition and the exiting-turning condition can be calibrated respectively, so as to accurately determine the steering wheel angle threshold value that can adapt to the actual state of the vehicle in combination with the turning condition of the vehicle and the target turning angle, thereby improving the accuracy of the control of the vehicle.

[0141] For example, the steering wheel angle can be used to represent the user's intention. If the absolute value of the steering wheel angle is less than the corresponding steering wheel angle threshold value, it can be determined that the current wheel direction cannot make the vehicle reach the target turning angle, and at this time, the vehicle can be controlled to reach the target turning angle by executing step S204. If the absolute value of the steering wheel angle is greater than or equal to the corresponding steering wheel angle threshold value, it can be determined that the current wheel direction can make the vehicle enter or exit the turn well, and at this time, step S204 can not be executed to avoid energy waste. At this time, in order to ensure the reliability of the control, the target turning angle can be determined again.

[0142] ​In step 204, the vehicle's movement is controlled according to the target turning angle of the vehicle.

[0143] In one embodiment, the target actuator corresponding to the entry into a curve and the exit from a curve is the rear wheel of the vehicle. Correspondingly, the vehicle's movement can be controlled in the following manner:

[0144] Determine the target angle for the rear wheels based on the target turning angle;

[0145] Based on the target angle of the rear wheels, control the movement of the vehicle's rear wheels to make the vehicle reach the target turning angle.

[0146] For example, the target angle of the rear wheels can be determined using a neural network predictive control method based on the target turning angle. Figure 5 This is a schematic diagram of a neural network predictive control structure provided in an exemplary embodiment of this disclosure. Figure 5 As shown, the target turning angle can be determined. The nonlinear optimization process is performed to obtain the nonlinear optimization result. and will The data is fed into a neural network predictor and combined with the actual rear wheel steering. The error is used to obtain the target angle estimate of the rear wheels with different wheel lengths. and then utilize Obtain the estimated angle of the candidate rear wheel target. To obtain the target angle of the rear wheels .

[0147] In this way, the cornering or exiting posture can be optimized based on the target angle of the rear wheels, so as to achieve faster and more stable cornering and exiting.

[0148] Figure 6 and 7 The text describes the difference in steering path between vehicles using the vehicle steering control method provided in this disclosure and those using ordinary steering stability control technology. Before entering a curve, the vehicle identifies the curve in advance, determines the target steering angle for entering the curve, and adjusts the vehicle's entry angle by steering the rear wheels, such as... Figure 6 As shown, the vehicle steering control method provided in this disclosure allows for entry into the curve using a steering line closer to the inner loop, reducing steering time. When exiting the curve, the vehicle identifies the curve in advance, determines the target steering angle for exiting the curve, and adjusts the exit angle through rear-wheel steering, such as... Figure 7 As shown, the vehicle steering control method provided in this disclosure can be used to quickly straighten the vehicle's front end by steering with the rear wheels, thus enabling faster exit from corners.

[0149] In an optional implementation, the vehicle steering control method provided in this disclosure further includes:

[0150] When the vehicle is in the entering-bend condition or the leaving-bend condition, if the vehicle reaches the target turning angle in the corresponding condition, it is determined that the vehicle completes the control in the corresponding condition.

[0151] For example, when the vehicle is in the entering-bend condition, if the vehicle reaches the target turning angle in the entering-bend condition, i.e., the turning angle of the vehicle is consistent with the target turning angle, it is determined that the vehicle completes the control in the entering-bend condition. When the vehicle is in the leaving-bend condition, if the vehicle reaches the target turning angle in the leaving-bend condition, i.e., the turning angle of the vehicle is consistent with the target turning angle, it is determined that the vehicle completes the control in the leaving-bend condition.

[0152] The following describes the related content when the vehicle is in the entering-bend instability condition. Considering that the vehicle is unstable due to excessive yaw in the entering-bend process, the yaw angular velocity of the vehicle can be used to determine whether the vehicle enters the entering-bend instability condition, and the yaw angular velocity of the vehicle is used to control the vehicle when the vehicle is in the entering-bend instability condition.

[0153] In an optional embodiment, the vehicle steering control method provided by the present disclosure further includes:

[0154] If the vehicle completes the control in the entering-bend condition, and the first difference between the reference yaw angular velocity and the actual yaw angular velocity is greater than the yaw angle threshold, it is determined that the vehicle enters the entering-bend instability condition.

[0155] For example, the yaw angle threshold The yaw angle threshold can be pre-calibrated based on actual needs. For example, the yaw angle threshold The yaw angle threshold can be calibrated according to the vehicle model. The reference yaw angular velocity can be determined by using the method in the related art, which is not described herein.

[0156] If the reference yaw angular velocity and the actual yaw angular velocity have a first difference greater than the yaw angle threshold , it is determined that the vehicle has a risk of instability due to excessive yaw. At this time, it is determined that the vehicle enters the entering-bend instability condition, so as to control the vehicle to restore the stable operation of the vehicle.

[0157] In an optional embodiment, the vehicle steering control method provided by the present disclosure further includes:

[0158] When the vehicle is in the entering-bend instability condition, the yaw angular velocity of the vehicle is used to control the vehicle.

[0159] In one embodiment, the target actuator corresponding to the cornering instability condition is the vehicle's braking device. Correspondingly, the vehicle's movement can be controlled by: determining an additional yaw moment based on a first difference between a reference yaw rate and the actual yaw rate; and using the braking device to perform differential braking control based on the additional yaw moment.

[0160] The additional yaw moment refers to the extra torque applied during vehicle cornering to adjust the vehicle's yaw rate. For example, it can be determined based on the first difference. The additional yaw moment was determined using the limit of quantitation (LOQ) control method. Alternatively, it can be based on the first difference. The additional yaw moment is determined using the PID (Proportional Integral Derivative) control method. Differential braking can apply different braking forces to different wheels of a vehicle through the braking system, generating additional yaw moment and thus adjusting the vehicle's yaw rate. Through differential braking control, the vehicle's yaw rate can be precisely adjusted, maintaining a stable driving posture and reducing the risk of skidding and loss of control.

[0161] Figure 8 This is a flowchart illustrating a vehicle steering control method under cornering instability conditions, provided in an exemplary embodiment of this disclosure. Figure 8 This allows for a clearer understanding of the implementation process of the vehicle steering control method provided in this disclosure under cornering instability conditions. For example... Figure 8 As shown, the method may include steps S401 to S405.

[0162] In step S401, if the vehicle has completed control under the condition of entering a curve, and the first difference between the reference yaw rate and the actual yaw rate is greater than the yaw rate threshold, then it is determined that the vehicle has entered the instability condition of entering a curve.

[0163] In step S402, the additional yaw moment is determined using the LOQ control method based on the first difference between the reference yaw rate and the actual yaw rate.

[0164] In step S403, differential braking control is performed using a braking device based on the additional yaw moment.

[0165] In step S404, it is determined whether the vehicle has returned to a stable state. If yes, then step S405 is executed; otherwise, step S402 is executed again.

[0166] For example, a vehicle can be determined to have returned to a stable state if the first difference between the reference yaw rate and the actual yaw rate is less than a yaw rate threshold.

[0167] In step S405, it is determined that the vehicle exits the instability condition when entering a curve.

[0168] In this way, it is possible to accurately determine whether the vehicle has entered a cornering instability condition, and if so, to control the vehicle to maintain a stable driving posture, reducing the risk of sideslip and loss of control. The specific implementation of steps S401 to S403 above has been described in detail above, and will not be repeated here.

[0169] The following section explains the relevant content regarding vehicle instability when exiting a corner. Considering that tire slippage often occurs during corner exit due to acceleration, data that characterizes the user's acceleration intention (such as accelerator pedal depth) and tire slip ratio can be used to determine whether the vehicle has entered an instability condition when exiting a corner. When the vehicle is in an instability condition, the tire slip ratio and longitudinal acceleration of the vehicle can be used to control the vehicle.

[0170] In an optional implementation, the vehicle steering control method provided in this disclosure further includes:

[0171] If the vehicle has successfully controlled itself as it exits a corner, and one of the following conditions is met, then the vehicle is considered to have entered a corner exit instability condition:

[0172] Accelerator pedal depth is greater than the accelerator pedal depth threshold;

[0173] The third difference between the current tire slip ratio and the optimal tire slip ratio is greater than the tire slip ratio threshold.

[0174] For example, accelerator pedal depth threshold and tire slip ratio threshold It can be pre-calibrated based on actual needs, such as the accelerator pedal depth threshold. Tire slip ratio threshold It can be specified based on the vehicle model.

[0175] If the accelerator pedal depth Greater than the accelerator pedal depth threshold If this is the case, it can be determined that the driver intends to exit the corner with a large acceleration, and the vehicle is very likely to experience tire slippage and instability due to accelerating out of the corner. At this point, it can be determined that the vehicle has entered a corner exit instability condition, and appropriate control measures can be taken to restore the vehicle's stable operation.

[0176] If the current tire slip ratio With optimal tire slip ratio The third difference ( (greater than the tire slip ratio threshold) If this is the case, it can be determined that the vehicle is highly likely to lose stability due to insufficient friction with the ground. At this point, it can be determined that the vehicle has entered an instability condition upon exiting a curve, and appropriate control measures can be taken to restore stable operation. , is a left front wheel, is a right front wheel, is a left rear wheel, is a right rear wheel.

[0177] The current tire slip ratio can be determined by obtaining wheel speeds through vehicle wheel speed sensors, and determining the current tire slip ratio according to the wheel speed difference.

[0178] The optimal tire slip ratio can be determined by determining a road surface type of a front road according to a front road image, determining a road surface adhesion coefficient according to the road surface type, and determining the optimal tire slip ratio according to the road surface adhesion coefficient and a tire model.

[0179] For example, the road preview system can not only identify whether the road in front of the vehicle is a curve, but also identify the driving road surface type of the front road surface according to the front road image. Then, based on a pre-set correspondence between the driving road surface type and the road surface adhesion coefficient, the road surface adhesion coefficient corresponding to the current driving road surface type can be determined, and then the optimal tire slip ratio can be obtained in combination with the tire model. The current tire slip ratio may be determined by using the method in the related art, which will not be described here.

[0180] In an optional embodiment, the vehicle steering control method provided by the present disclosure further comprises:

[0181] When the vehicle is in the out-of-curve instability condition, determining the driving torque of each tire;

[0182] Controlling the vehicle action according to the driving torque of each tire.

[0183] In an embodiment, the driving torque of each tire can be determined by

[0184] When the accelerator pedal depth is greater than the accelerator pedal depth threshold value, determining the required driving torque of the vehicle according to the second difference value between the reference longitudinal acceleration and the actual longitudinal acceleration;

[0185] When the third difference value between the current tire slip ratio and the optimal tire slip ratio is greater than the tire slip ratio threshold value, determining the driving torque of each tire according to the third difference value and the required driving torque of the vehicle.

[0186] For example, the reference longitudinal acceleration can be confirmed using methods found in related technologies, which will not be elaborated here. If the accelerator pedal depth is greater than an accelerator pedal depth threshold, it can be determined that the driver intends to exit the corner with greater acceleration, at which point the vehicle is highly likely to lose stability. The driver expresses the intention to accelerate by pressing the accelerator pedal, and longitudinal acceleration is a direct manifestation of this intention; therefore, the reference longitudinal acceleration can be used. Compared with actual longitudinal acceleration The second difference ( This allows for the precise determination of the required driving torque for the vehicle. For example, it can be based on the second difference. The required driving torque for the vehicle can be determined using fuzzy PID control; alternatively, it can be determined based on the second difference. The required driving torque for the vehicle is determined using the PID control method.

[0187] Then, the required driving torque of the vehicle and the third difference can be used. Precisely distribute driving torque among all tires. For example, this can be achieved based on the vehicle's required driving torque and a third difference. The required driving torque of the vehicle can be determined using fuzzy PID control; alternatively, it can be determined based on the required driving torque and a third difference. The required driving torque for the vehicle is determined using the PID control method.

[0188] In one embodiment, the target actuator corresponding to the cornering instability condition is the vehicle's drive unit. Accordingly, vehicle movement can be controlled in the following manner:

[0189] Drive anti-skid control is achieved using a drive mechanism based on the driving torque of each tire.

[0190] In this way, different driving torques can be applied to different wheels of the vehicle to achieve anti-slip control, keep the vehicle in a stable driving posture, and reduce the risk of sideslip and loss of control.

[0191] Figure 9 This is a flowchart illustrating a vehicle steering control method under cornering instability conditions according to an exemplary embodiment of this disclosure. Through this… Figure 9 This allows for a clearer understanding of the implementation process of the vehicle steering control method provided in this disclosure under cornering instability conditions. For example... Figure 9 As shown, the method may include steps S501 to S506.

[0192] In step S501, if the accelerator pedal depth is greater than the accelerator pedal depth threshold, or the third difference between the current tire slip ratio and the optimal tire slip ratio is greater than the tire slip ratio threshold, then the vehicle is determined to have entered the instability condition when exiting a corner, after the vehicle has completed control in the condition of exiting a corner.

[0193] In step S502, when the accelerator pedal depth is greater than the accelerator pedal depth threshold value, the required driving torque of the vehicle is determined according to the second difference between the reference longitudinal acceleration and the actual longitudinal acceleration by using the fuzzy PID control method.

[0194] In step S503, when the third difference between the current tire slip ratio and the optimal tire slip ratio is greater than the tire slip ratio threshold value, the driving torque of each tire is determined according to the required driving torque of the vehicle and the third difference by using the fuzzy PID control method.

[0195] In step S504, the driving device is driven according to the driving torque of each tire to perform the driving slip control.

[0196] In step S505, it is determined whether the vehicle returns to the stable state. If yes, step S506 is performed, and if no, step S502 is re-executed.

[0197] For example, it can be determined that the vehicle returns to the stable state when the third difference between the current tire slip ratio and the optimal tire slip ratio is less than the tire slip ratio threshold value, and the second difference between the reference longitudinal acceleration and the actual longitudinal acceleration is less than the longitudinal acceleration threshold value. The longitudinal acceleration threshold value can be set in advance based on the actual demand.

[0198] In step S506, it is determined that the vehicle exits the out-of-bend unstable working condition.

[0199] In this way, it can be accurately determined whether the vehicle enters the out-of-bend unstable working condition, and the vehicle can be controlled to maintain a stable driving posture in the out-of-bend unstable working condition, thereby reducing the risk of side slipping and losing control. The specific implementation of steps S501 to S504 has been described in detail above, and repeated content will not be described here.

[0200] Figure 10 is a schematic diagram of a vehicle steering control strategy provided by an example embodiment of the present disclosure.

[0201] The road surface preview system of the vehicle determines the road surface adhesion coefficient by using the front road image, and can determine whether the vehicle turning working condition is the upcoming in-bend working condition or the upcoming out-of-bend working condition in combination with the vehicle state information.

[0202] The autonomous in-bend system of the vehicle determines the target turning angle when the vehicle is in the upcoming in-bend working condition or the upcoming out-of-bend working condition.

[0203] The signal processing and state estimation unit of the vehicle receives the information determined by the road surface preview system and the autonomous in-bend system, and the vehicle state information collected by the sensors on the vehicle, and determines the reference yaw rate and the actual yaw rate First difference Reference longitudinal acceleration Compared with actual longitudinal acceleration The second difference Current tire slip ratio With optimal tire slip ratio The third difference Target turning angle when entering a curve And the target turning angle when exiting the curve. .

[0204] In the case of cornering instability, the yaw control unit uses the first difference value. Determine the additional yaw moment The braking torque distributor determines the braking torque corresponding to each tire, so as to apply different braking torques to different wheels of the vehicle and stabilize the vehicle under the condition of cornering instability.

[0205] In the event of cornering instability, the drive anti-slip control unit uses the second difference value. Determine the required driving torque for the vehicle Then the drive force distributor utilizes the required drive torque of the vehicle. and the third difference The driving torque of each tire is determined so that different driving torques can be applied to different wheels of the vehicle to stabilize the vehicle under instability conditions when exiting a corner.

[0206] The angle control unit can determine the target turning angle based on the upcoming cornering condition. Determine the corresponding target angle for the rear wheels. and according to The rear wheels are controlled to optimize the vehicle's entry attitude into a corner. The angle control unit adjusts the target turning angle based on the exit angle of the corner. Determine the corresponding target angle for the rear wheels. and according to Control the rear wheels of the vehicle to optimize the vehicle's exit posture when exiting a corner.

[0207] Figure 11 This is a flowchart illustrating a vehicle steering control method provided in an exemplary embodiment of this disclosure. Figure 11 This allows for a clearer understanding of the implementation process of the vehicle steering control method provided in this disclosure during vehicle cornering. For example... Figure 11 As shown, the method may include steps S601 to S625.

[0208] In step S601, vehicle status information and an image of the road ahead are acquired.

[0209] In step S602, a current tire slip ratio of the vehicle is determined.

[0210] In step S603, whether the vehicle is in the entering-bend condition or the exiting-bend condition is identified according to the front road image and the vehicle state information. If yes, step S604 is executed; if no, step S601 is re-executed.

[0211] In step S604, a target turning angle in the entering-bend condition or a target turning angle in the exiting-bend condition is determined according to the bend lane line angle and the vehicle state information based on an angle prediction model. .

[0212] In step S605, whether an absolute value of the steering wheel turning angle is less than a corresponding steering wheel turning angle threshold value when the vehicle is in the entering-bend condition is determined. If yes, step S606 is executed; if no, step S604 is re-executed.

[0213] In step S606, a rear wheel target angle is determined according to the target turning angle in the entering-bend condition by using a neural network prediction control method.

[0214] In step S607, the vehicle rear wheel action is controlled according to the rear wheel target angle.

[0215] In step S608, whether the vehicle reaches the target turning angle in the entering-bend condition is determined. If yes, step S609 is executed; if no, step S607 is re-executed.

[0216] In step S609, the vehicle exits the entering-bend condition.

[0217] In step S610, if a first difference between a reference yaw rate and an actual yaw rate is greater than a yaw rate threshold value, it is determined that the vehicle enters the entering-bend instability condition.

[0218] In step S611, an additional yaw moment is determined according to the first difference by using a LOQ control method.

[0219] In step S612, differential braking control is performed by using a braking device according to the additional yaw moment.

[0220] ​​​​​​​​​​In step S613, it is determined whether the vehicle resumes the stable state. If yes, step S614 is executed; if no, step S611 is re-executed.

[0221] In step S614, it is determined that the vehicle exits the entering corner unstable state.

[0222] In step S615, when the vehicle is in the exiting corner state, it is determined whether the absolute value of the steering wheel angle is less than the corresponding steering wheel angle threshold value . If yes, step S616 is executed; if no, step S604 is re-executed.

[0223] In step S616, according to the target turning angle in the exiting corner state , the target angle of the rear wheel is determined by using the neural network predictive control method.

[0224] In step S617, according to the target angle of the rear wheel, the action of the rear wheel of the vehicle is controlled.

[0225] In step S618, it is determined whether the vehicle reaches the target turning angle in the exiting corner state . If yes, step S619 is executed; if no, step S617 is re-executed.

[0226] In step S619, it is determined that the vehicle exits the exiting corner state.

[0227] In step S620, if the accelerator pedal depth is greater than the accelerator pedal depth threshold value , or the third difference value between the current tire slip ratio and the optimal tire slip ratio is greater than the tire slip ratio threshold value , it is determined that the vehicle enters the exiting corner unstable state.

[0228] In step S621, when the accelerator pedal depth is greater than the accelerator pedal depth threshold value , according to the second difference value between the reference longitudinal acceleration and the actual longitudinal acceleration , the required driving torque of the vehicle is determined by using the fuzzy PID control method.

[0229] In step S622, when the third difference value between the current tire slip ratio and the optimal tire slip ratio is greater than the tire slip ratio threshold value , according to the required driving torque of the vehicle and the third difference value determine the driving torque of each tire by using a fuzzy PID control method.

[0230] In step S623, driving slip control is performed by using the driving device according to the driving torque of each tire.

[0231] In step S624, it is determined whether the vehicle returns to the stable state. If yes, step S625 is performed, and if no, step S621 is re-executed.

[0232] In step S625, it is determined that the vehicle exits the out-of-bend instability working condition.

[0233] In this way, the pre-control and the stability control can be cooperatively used to improve the steering effect of the vehicle. The vehicle stability is controlled by using the multiple actuators, so that the smooth and high-speed steering is achieved. The different control strategies and actions are distributed to different vehicle steering working conditions, the multiple stability control strategies are reasonably coupled, and the interference between the multiple stability control strategies is reduced. The rear wheels, the driving device and the braking device are cooperatively used, the control dimension is distributed to different and non-interfering actuators by selecting the reasonable actuators according to different control targets, the multiple actuator control is decoupled, and the vehicle control capability is improved.

[0234] The specific implementation of the above steps S601 to S625 has been described in detail above, and the repeated content will not be described here again.

[0235] Based on the same concept, the embodiment of the present disclosure also provides a vehicle steering control device. As shown in Figure 12 The vehicle steering control device 700 can include:

[0236] The acquisition module 701 is configured to acquire vehicle state information and front road information.

[0237] The control module 702 is configured to control the vehicle to act according to a vehicle turning working condition, the vehicle turning working condition being determined according to the vehicle state information and the front road information, and the vehicle turning working condition being any one of the following working conditions: an about-to-enter-bend working condition, an enter-bend instability working condition, an about-to-exit-bend working condition and an exit-bend instability working condition.

[0238] In the above technical solution, the vehicle state information and the front road information can be used to accurately identify different vehicle turning working conditions, the vehicle is controlled differently according to different vehicle turning working conditions, the multiple vehicle control strategies are reasonably coupled, the interference between the multiple vehicle control strategies is reduced, the safety of the vehicle turning and the stability of the driving are improved, and the driving experience of the driver is improved.

[0239] In an optional embodiment, the control module 702 is configured to control the vehicle to act according to the vehicle turning working condition by:

[0240] controlling a target actuator of the vehicle corresponding to a turning condition of the vehicle, wherein the entering corner instability condition, the exiting corner instability condition and the cornering-to condition correspond to different target actuators, and the cornering-to condition comprises the entering cornering-to condition and the exiting cornering-to condition.

[0241] In an optional implementation, the control module 702 comprises:

[0242] a first control submodule, configured to control the vehicle according to a target turning angle of the vehicle when the vehicle is in the entering cornering-to condition or the exiting cornering-to condition, wherein the target turning angle is determined according to the vehicle state information and the front road information.

[0243] In an optional implementation, the first control submodule is configured to control the vehicle by:

[0244] when the vehicle is in the entering cornering-to condition or the exiting cornering-to condition, if an absolute value of a steering wheel angle is less than a corresponding steering wheel angle threshold, controlling the vehicle according to the target turning angle.

[0245] In an optional implementation, the first control submodule is further configured to determine the steering wheel angle threshold corresponding to the current target turning angle according to a preset correspondence between turning angles and steering wheel angle thresholds.

[0246] In an optional implementation, the target actuators corresponding to the entering cornering-to condition and the exiting cornering-to condition are rear wheels of the vehicle.

[0247] In an optional implementation, the first control submodule is configured to control the vehicle according to the target turning angle by:

[0248] determining a target angle of the rear wheels according to the target turning angle;

[0249] controlling the rear wheels of the vehicle according to the target angle of the rear wheels, so that the vehicle reaches the target turning angle.

[0250] In an optional implementation, the first control submodule is configured to determine the target angle of the rear wheels by:

[0251] determining the target angle of the rear wheels according to the target turning angle by using a neural network predictive control method.

[0252] In an optional implementation, the first control submodule is further configured to, when the vehicle is in the cornering-in unstable condition, re-determine the target cornering angle if the absolute value of the steering wheel angle is greater than or equal to a corresponding steering wheel angle threshold.

[0253] In an optional implementation, the control module 702 comprises:

[0254] The second control submodule is configured to, when the vehicle is in the cornering-in unstable condition, control the vehicle according to the yaw rate of the vehicle.

[0255] In an optional implementation, the target actuator corresponding to the cornering-in unstable condition is a braking device of the vehicle.

[0256] In an optional implementation, the second control submodule is configured to control the vehicle according to the yaw rate of the vehicle by:

[0257] determining an additional yaw moment according to a first difference between the reference yaw rate and the actual yaw rate;

[0258] performing differential braking control on the braking device according to the additional yaw moment.

[0259] In an optional implementation, the second control submodule is configured to determine an additional yaw moment according to a first difference between the reference yaw rate and the actual yaw rate by:

[0260] determining the additional yaw moment by using a limit of quantification (LOQ) control method according to the first difference.

[0261] In an optional implementation, the control module 702 comprises:

[0262] The third control submodule is configured to, when the vehicle is in the cornering-out unstable condition, determine a driving moment of each tire; and control the vehicle according to the driving moment of each tire.

[0263] In an optional implementation, the target actuator corresponding to the cornering-out unstable condition is a driving device of the vehicle.

[0264] In an optional implementation, the third control submodule is configured to control the vehicle according to the driving moment of each tire by:

[0265] performing driving anti-skid control on the driving device according to the driving moment of each tire.

[0266] In an optional implementation, the third control submodule is configured to determine the driving moment of each tire by:

[0267] determining a required drive torque of the vehicle according to a second difference between the reference longitudinal acceleration and the actual longitudinal acceleration when the accelerator pedal depth is greater than the accelerator pedal depth threshold value;

[0268] determining the drive torque of each tire according to the third difference and the required drive torque of the vehicle when the third difference between the current tire slip ratio and the optimal tire slip ratio is greater than a tire slip ratio threshold value.

[0269] In an optional embodiment, the required drive torque of the vehicle and / or the drive torque of each tire is obtained by using a fuzzy proportional-integral-derivative control method.

[0270] In an optional embodiment, the vehicle steering control device 700 further comprises:

[0271] an identifying module configured to identify whether the vehicle is in the entering-turn unstable condition or the exiting-turn unstable condition according to the vehicle state information and the front road information by using a road preview system.

[0272] In an optional embodiment, the identifying module is further configured to determine that the vehicle enters the entering-turn unstable condition if the vehicle completes the control in the entering-turn condition and a first difference between the reference yaw rate and the actual yaw rate is greater than a yaw threshold value.

[0273] In an optional embodiment, the identifying module is further configured to determine that the vehicle enters the exiting-turn unstable condition if the vehicle completes the control in the exiting-turn condition and any one of the following conditions is met:

[0274] the accelerator pedal depth is greater than an accelerator pedal depth threshold value;

[0275] the third difference between the current tire slip ratio and the optimal tire slip ratio is greater than a tire slip ratio threshold value.

[0276] In an optional embodiment, the identifying module is further configured to determine that the vehicle completes the control in the corresponding condition if the vehicle reaches the target turning angle when the vehicle is in the entering-turn condition or the exiting-turn condition.

[0277] In an optional embodiment, the accelerator pedal depth threshold value and / or the tire slip ratio threshold value is calibrated according to a vehicle model.

[0278] In an optional embodiment, the vehicle steering control device 700 further comprises:

[0279] determining, by a determining module, a target turning angle in a current vehicle turning condition according to the vehicle state information and the front road information when the vehicle is in the condition of about to turn into a curve or the condition of about to turn out of a curve.

[0280] In an optional implementation, the determining module is configured to determine the target turning angle in the current vehicle turning condition according to the vehicle state information and the front road information by:

[0281] determining a curve lane line angle according to the front road information;

[0282] obtaining the target turning angle according to the curve lane line angle and the vehicle state information by using an angle prediction model.

[0283] In an optional implementation, the angle prediction model is trained based on a gradient boosting tree algorithm.

[0284] In an optional implementation, the front road information includes a front road image, and the determining module is further configured to identify whether a front road is a curve according to the front road image, and determine the curve lane line angle when the front road is the curve.

[0285] In an optional implementation, the determining module is configured to identify whether the front road is the curve by:

[0286] performing grayscale processing on the front road image;

[0287] performing lane line extraction on the image after the grayscale processing;

[0288] performing binaryzation processing on the extracted lane line;

[0289] performing edge detection on the binaryzation processing result to identify whether the front road is the curve.

[0290] Based on the same idea, the embodiments of the present disclosure further provide a controller, which comprises:

[0291] a processor;

[0292] a memory for storing processor-executable instructions;

[0293] wherein the processor is configured to perform the steps of the vehicle turning control method.

[0294] Based on the same idea, the embodiments of the present disclosure further provide a vehicle comprising the above controller.

[0295] Based on the same concept, the embodiments of the present disclosure further provide a computer readable storage medium, which stores a computer program, and the computer program is executed by a processor to implement the steps of the vehicle steering control method.

[0296] Based on the same concept, the embodiments of the present disclosure further provide a computer program product, which comprises a computer program, and the computer program is executed by a processor to implement the steps of the vehicle steering control method.

[0297] The preferred embodiments of the present disclosure are described in detail above with reference to the drawings, but the present disclosure is not limited to the specific details in the above-described 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 belong to the protection scope of the present disclosure.

[0298] In addition, it should be noted that each specific technical feature 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.

[0299] In addition, various different embodiments of the present disclosure can also be combined in any manner, as long as they do not deviate from the idea of the present disclosure, and they should also be considered as disclosed by the present disclosure.

Claims

1. A vehicle steering control method, characterized in that, include: Obtain vehicle status information and road information ahead; The vehicle is controlled to act according to the vehicle turning condition, which is determined based on the vehicle status information and the road information ahead. The vehicle turning condition is any one of the following conditions: about to enter a curve, instability upon entering a curve, about to exit a curve, and instability upon exiting a curve. Wherein, the target actuators corresponding to the upcoming curve entry condition and the upcoming curve exit condition are the rear wheels of the vehicle; The control of the vehicle based on the vehicle's turning condition includes: When the vehicle is in the cornering instability condition, the vehicle's movement is controlled according to the vehicle's yaw rate, wherein the target actuator corresponding to the cornering instability condition is the vehicle's braking device. When the vehicle is in the cornering instability condition, the driving torque of each tire is determined; based on the driving torque of each tire, the vehicle movement is controlled, wherein the target actuator corresponding to the cornering instability condition is the vehicle's drive device.

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

3. The vehicle steering control method according to claim 1, characterized in that, The control of the vehicle based on the vehicle's turning condition includes: When the vehicle is in the condition of about to enter a curve or about to exit a curve, the vehicle's movement is controlled according to the target turning angle, wherein the target turning angle is determined based on the vehicle status information and the road information ahead.

4. The vehicle steering control method according to claim 3, characterized in that, When the vehicle is in the state of about to enter a curve or about to exit a curve, controlling the vehicle's movement according to the vehicle's target turning angle includes: When the vehicle is in the condition of entering or exiting a curve, if the absolute value of the steering wheel angle is less than the corresponding steering wheel angle threshold, the vehicle's movement is controlled according to the target turning angle.

5. The vehicle steering control method according to claim 4, characterized in that, The method further includes: Based on the pre-defined 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, Based on the target turning angle, control the vehicle's movement, including: Determine the target angle of the rear wheels based on the target turning angle; Based on the target rear wheel angle, the movement of the vehicle's rear wheels is controlled to enable the vehicle to reach the target turning angle.

7. The vehicle steering control method according to claim 6, characterized in that, Determining the target rear wheel angle based on the target turning angle includes: Based on the target turning angle, the target angle of the rear wheels is determined using a neural network predictive control method.

8. The vehicle steering control method according to claim 4, characterized in that, The method further includes: When the vehicle is in the condition of entering or exiting a curve, 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.

9. The vehicle steering control method according to claim 1, characterized in that, The step of controlling the vehicle's movement based on the vehicle's yaw rate includes: The additional yaw moment is determined based on the first difference between the reference yaw rate and the actual yaw rate. Differential braking control is performed using the braking device based on the additional yaw moment.

10. The vehicle steering control method according to claim 9, characterized in that, The determination of the additional yaw moment based on the first difference between the reference yaw rate and the actual yaw rate includes: Based on the first difference, the additional yaw moment is determined using the limit of quantitation (LOQ) control method.

11. The vehicle steering control method according to claim 1, characterized in that, The method of controlling the vehicle's movement based on the driving torque of each tire includes: Drive anti-skid control is performed using the drive device based on the driving torque of each tire.

12. The vehicle steering control method according to claim 1, characterized in that, Determine the driving torque of each tire, including: When the accelerator pedal depth is greater than the accelerator pedal depth threshold, the required driving torque of the vehicle is determined based on the second difference between the reference longitudinal acceleration and the actual longitudinal acceleration. When the 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 based on the third difference and the required driving torque of the vehicle.

13. The vehicle steering control method according to claim 12, characterized in that, The required driving torque of the vehicle, and / or the driving torque of each tire, is obtained using the fuzzy proportional-integral-derivative control method.

14. The vehicle steering control method according to claim 1, characterized in that, The method further includes: Using a road surface prediction system, based on the vehicle status information and the road information ahead, it is identified whether the vehicle is in the condition of about to enter a curve or about to exit a curve.

15. The vehicle steering control method according to claim 14, characterized in that, The method further includes: If the vehicle has completed control under the upcoming curve entry condition, and the first difference between the reference yaw rate and the actual yaw rate is greater than the yaw rate threshold, then the vehicle is determined to have entered the curve entry instability condition.

16. The vehicle steering control method according to claim 14, characterized in that, The method further includes: If the vehicle has successfully controlled itself during the exit from the corner and meets any one of the following conditions, then the vehicle is determined to have entered the exit-corner instability condition: Accelerator pedal depth is greater than the accelerator pedal depth threshold; The third difference between the current tire slip ratio and the optimal tire slip ratio is greater than the tire slip ratio threshold.

17. The vehicle steering control method according to claim 15 or 16, characterized in that, The method further includes: When the vehicle is in the condition of about to enter a curve or about to exit a curve, and the vehicle reaches the target turning angle, it is determined that the vehicle has completed the control under the corresponding condition.

18. The vehicle steering control method according to claim 12 or 16, characterized in that, The accelerator pedal depth threshold and / or the tire slip ratio threshold are calibrated according to the vehicle model.

19. The vehicle steering control method according to claim 1, characterized in that, The method further includes: When the vehicle is in the condition of about to enter a curve or about to exit a curve, the target turning angle for the current turning condition is determined based on the vehicle status information and the road information ahead.

20. The vehicle steering control method according to claim 3 or 19, characterized in that, The target turning angle for the current vehicle turning condition is determined based on the vehicle status information and the road information ahead using the following method: Based on the road information ahead, determine the lane line angle for the curve; Using an angle prediction model, the target turning angle is obtained based on the curve lane line angle and the vehicle state information.

21. The vehicle steering control method according to claim 20, characterized in that, The angle prediction model is trained based on the gradient boosting tree algorithm.

22. The vehicle steering control method according to claim 20, characterized in that, The road information ahead includes an image of the road ahead; determining the lane line angle of the curve based on the road information ahead includes: Based on the image of the road ahead, identify whether the road ahead is a curve; When the road ahead is a curve, determine the angle of the lane lines for the curve.

23. The vehicle steering control method according to claim 22, characterized in that, The step of identifying whether the road ahead is a curve based on the image of the road ahead includes: Perform grayscale processing on the image of the road ahead; Lane lines are extracted from the grayscale processed image; The extracted lane lines are binarized. Edge detection is performed on the binarized results to identify whether the road ahead is a curve.

24. A controller, characterized in that, include: processor; Memory used to store 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 1-23.

25. A vehicle, characterized in that, Includes the controller as described in claim 24.

26. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by the processor, it implements the steps of the vehicle steering control method according to any one of claims 1 to 23.

27. A computer program product, characterized in that, It includes a computer program that, when executed by a processor, implements the steps of the vehicle steering control method according to any one of claims 1 to 23.

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