Steering control method and device, vehicle, storage medium and program product

Abstract

The invention relates to a steering control method and device, a vehicle, a storage medium and a program product, and belongs to the technical field of vehicles. The method comprises the steps that in response to vehicle steering operation, under the condition that the actual side slip angle of wheels of the vehicle is smaller than or equal to the reference maximum side slip angle of the wheels, the wheels are controlled to steer at a first steering amplitude; and in response to the vehicle steering operation, under the condition that the actual slip angle is larger than the reference maximum slip angle, the wheels are controlled to steer at a second steering amplitude, and the second steering amplitude is smaller than the first steering amplitude. Thus, under the same steering operation, the steering amplitude of the vehicle can be adjusted according to the size relation between the actual slip angle and the reference maximum slip angle. For example, for the same steering operation, under the condition that the actual slip angle is greater than the reference maximum slip angle, the vehicle can be controlled to steer at a relatively smaller steering amplitude, so that the steering performance of the vehicle is guaranteed.

Description

Technical Field

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

[0002] While driving, users can steer the vehicle using the steering wheel. As the vehicle turns, the tires generate a slip angle. Based on this, the tires receive lateral force from the ground, supporting the vehicle's steering. In some scenarios, users may notice a decrease in the vehicle's steering ability. Summary of the Invention

[0003] To overcome the problems existing in the related art, the present disclosure provides a steering control method, device, vehicle, storage medium and program product.

[0004] According to a first aspect of an embodiment of the present disclosure, there is provided a steering control method, comprising: In response to a vehicle steering operation, when an actual slip angle of a wheel of the vehicle is less than or equal to a reference maximum slip angle of the wheel, controlling the wheel to steer with a first steering amplitude; In response to the vehicle steering operation, when the actual sideslip angle is greater than the reference maximum sideslip angle, the wheels are controlled to steer with a second steering amplitude that is smaller than the first steering amplitude.

[0005] In some possible implementations, the following are included: determining a required steering amplitude of the wheel in response to the vehicle steering operation; When the vehicle steering operation indicates an increase in the steering amplitude of the wheels and the actual sideslip angle is greater than the reference maximum sideslip angle, the second steering amplitude is determined, and the second steering amplitude is smaller than the required steering amplitude.

[0006] In some possible implementations, determining the second steering amplitude includes: The required steering amplitude is attenuated to obtain the second steering amplitude.

[0007] In some possible implementations, performing attenuation processing on the demand steering amplitude to obtain the second steering amplitude includes: Determine the adjustment value of the steering amplitude; The difference between the required steering amplitude and the adjustment value is calculated to obtain the second steering amplitude.

[0008] In some possible implementations, performing attenuation processing on the demand steering amplitude to obtain the second steering amplitude includes: Determine an adjustment coefficient, where the adjustment coefficient is a non-negative number less than 1; The required steering amplitude is attenuated according to the adjustment coefficient to obtain the second steering amplitude.

[0009] In some possible implementations, performing attenuation processing on the demand steering amplitude according to the adjustment coefficient to obtain the second steering amplitude includes: determining a steering amplitude of the wheel when the actual slip angle of the wheel reaches the reference maximum slip angle, to obtain a third steering amplitude; calculating a difference between the required steering amplitude and the third steering amplitude; Calculating the product of the difference and the adjustment coefficient; The sum of the product and the third steering magnitude is determined as the second steering magnitude.

[0010] In some possible implementations, determining the adjustment coefficient includes: In response to the current steering mode of the vehicle being the first mode, the adjustment coefficient is 0; or, In response to the current steering mode of the vehicle being the second mode, the adjustment coefficient is greater than 0 and less than 1.

[0011] In some possible implementations, the following are included: When the vehicle steering operation indicates a reduction in the steering amplitude of the wheel, and / or the actual sideslip angle is less than or equal to the reference maximum sideslip angle, the required steering amplitude is used as the first steering amplitude.

[0012] In some possible implementations, determining the required steering amplitude of the wheel includes: determining the required steering amplitude by a turn-up controller in a steer-by-wire system of the vehicle; The determining of the second steering amplitude when the vehicle steering operation indicates an increase in the steering amplitude of the wheel and the actual sideslip angle is greater than the reference maximum sideslip angle includes: The required steering amplitude is sent to a downward turning controller in the steer-by-wire system to trigger the downward turning controller to determine the second steering amplitude when the vehicle steering operation indicates an increase in the steering amplitude of the wheel and the actual sideslip angle is greater than the reference maximum sideslip angle.

[0013] In some possible implementations, the following are included: Obtaining a maximum sideslip angle of a wheel of the vehicle; The reference maximum slip angle is determined according to the maximum slip angle of the wheel.

[0014] According to a second aspect of an embodiment of the present disclosure, there is provided a steering control device, comprising: a control module configured to, in response to a vehicle steering operation, control the wheel to steer with a first steering amplitude when an actual slip angle of the wheel of the vehicle is less than or equal to a reference maximum slip angle of the wheel; The execution module is configured to, in response to the vehicle steering operation, control the wheels to steer with a second steering amplitude smaller than the first steering amplitude when the actual sideslip angle is greater than the reference maximum sideslip angle.

[0015] In some possible implementations, the following are included: a required steering amplitude determination module configured to determine a required steering amplitude of the wheel in response to the vehicle steering operation; The second steering amplitude determination module is configured to determine the second steering amplitude when the vehicle steering operation indicates an increase in the steering amplitude of the wheel and the actual sideslip angle is greater than the reference maximum sideslip angle, and the second steering amplitude is less than the required steering amplitude.

[0016] In some possible implementations, the second steering amplitude determination module includes: The attenuation submodule is configured to perform attenuation processing on the required steering amplitude to obtain the second steering amplitude.

[0017] In some possible implementations, the attenuation submodule is configured as follows: Determine the adjustment value of the steering amplitude; The difference between the required steering amplitude and the adjustment value is calculated to obtain the second steering amplitude.

[0018] In some possible implementations, the attenuation submodule is configured as follows: Determine an adjustment coefficient, where the adjustment coefficient is a non-negative number less than 1; The required steering amplitude is attenuated according to the adjustment coefficient to obtain the second steering amplitude.

[0019] In some possible implementations, the attenuation submodule is configured as follows: determining a steering amplitude of the wheel when the actual slip angle of the wheel reaches the reference maximum slip angle, to obtain a third steering amplitude; calculating a difference between the required steering amplitude and the third steering amplitude; Calculating the product of the difference and the adjustment coefficient; The sum of the product and the third steering magnitude is determined as the second steering magnitude.

[0020] In some possible implementations, the attenuation submodule is configured as follows: In response to the current steering mode of the vehicle being the first mode, the adjustment coefficient is 0; or, In response to the current steering mode of the vehicle being the second mode, the adjustment coefficient is greater than 0 and less than 1.

[0021] In some possible implementations, the following are included: The first steering amplitude determination module is configured to use the required steering amplitude as the first steering amplitude when the vehicle steering operation indicates a reduction in the steering amplitude of the wheel and / or the actual sideslip angle is less than or equal to the reference maximum sideslip angle.

[0022] In some possible implementations, the demand steering amplitude determination module is configured to: determining the required steering amplitude by a turn-up controller in a steer-by-wire system of the vehicle; The second steering amplitude determination module is configured to: The required steering amplitude is sent to a downward turning controller in the steer-by-wire system to trigger the downward turning controller to determine the second steering amplitude when the vehicle steering operation indicates an increase in the steering amplitude of the wheel and the actual sideslip angle is greater than the reference maximum sideslip angle.

[0023] In some possible implementations, the following are included: an acquisition module, configured to acquire a maximum sideslip angle of a wheel of the vehicle; The determination module is configured to determine the reference maximum slip angle according to the maximum slip angle of the wheel.

[0024] According to a third aspect of an embodiment of the present disclosure, there is provided a vehicle, comprising: processor; a memory for storing processor-executable instructions; The processor is configured to execute the method described in any one of the first aspects.

[0025] According to a fourth aspect of an embodiment of the present disclosure, there is provided a computer-readable storage medium having a computer program stored thereon, which implements the steps of any one of the methods described in the first aspect when executed by a processor.

[0026] According to a fifth aspect of an embodiment of the present disclosure, a computer program product is provided, comprising a computer program, which implements the steps of any one of the methods in the first aspect when executed by a processor.

[0027] In the above embodiment, in response to a vehicle steering operation, when the actual slip angle of the vehicle wheel is less than or equal to a reference maximum slip angle of the wheel, the wheel may be controlled to steer with a first steering amplitude. Furthermore, in response to the vehicle steering operation, when the actual slip angle is greater than the reference maximum slip angle, the wheel may be controlled to steer with a second steering amplitude, the second steering amplitude being smaller than the first steering amplitude.

[0028] In this way, under the same steering maneuver, the vehicle's steering amplitude can be adjusted based on the relationship between the actual slip angle and the reference maximum slip angle. For example, under the same steering maneuver, if the actual slip angle is greater than the reference maximum slip angle, the vehicle can be controlled to steer with a relatively smaller steering amplitude, thereby mitigating the continued increase in the slip angle and helping to maintain the vehicle's steering performance.

[0029] It is to be understood that the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the disclosure. BRIEF DESCRIPTION OF THE DRAWINGS

[0030] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present disclosure and, together with the description, serve to explain the principles of the present disclosure.

[0031] Figure 1 is a schematic diagram showing a tire stress state according to an exemplary embodiment.

[0032] Figure 2 The figure is a schematic diagram showing the relationship between the sideslip angle and the utilized adhesion coefficient according to an exemplary embodiment.

[0033] Figure 3 The figure is a flow chart showing a steering control method according to an exemplary embodiment.

[0034] Figure 4 The figure is a flow chart showing a method for determining a second steering amplitude according to an exemplary embodiment.

[0035] Figure 5 The figure is a block diagram of a steering control device according to an exemplary embodiment.

[0036] Figure 6 is a block diagram of a vehicle according to an exemplary embodiment. DETAILED DESCRIPTION

[0037] Exemplary embodiments will be described in detail herein, with examples illustrated in the accompanying drawings. In the following description, when referring to the drawings, identical numerals in different figures represent identical or similar elements, unless otherwise indicated. The embodiments described in the following exemplary embodiments are not intended to represent all possible embodiments consistent with the present disclosure. Rather, they are merely examples of apparatus and methods consistent with certain aspects of the present disclosure, as detailed in the appended claims.

[0038] Before introducing the steering control method, device, vehicle, storage medium, and program product of the embodiments of the present disclosure, relevant scenarios of the embodiments of the present disclosure are first introduced.

[0039] When driving a vehicle, the user can control the vehicle's steering by using the steering wheel. When the vehicle turns, the tires generate a slip angle. Based on this, the tires can receive lateral force from the ground, thus supporting the vehicle's steering.

[0040] Figure 1 FIG. 1 is a schematic diagram showing a tire stress state according to an exemplary embodiment of the present disclosure. Figure 1 When a vehicle turns, the tires can generate a slip angle α. As the steering angle increases, the slip angle α gradually increases. Correspondingly, the lateral force exerted on the tires by the ground also gradually increases, providing steering support for the vehicle.

[0041] As an example, the relationship between the lateral force Fy exerted on the tire and the slip angle α can be described as: Fy = f(α), where f() is the relevant calculation function. Figure 1 , the steering torque T generated by the lateral force on the front axle of the vehicle at the center of mass of the vehicle f It can be described as: T f = Fy×cosδ×Lf. Where δ is the front wheel turning angle and Lf is the distance from the vehicle's center of mass to the front axle.

[0042] Generally speaking, the greater the steering torque, the stronger the vehicle's steering ability. Referring to the above steering torque calculation formula, it can be found that the steering torque T f It is affected by the lateral force Fy, the front wheel angle δ, and the distance Lf from the vehicle's center of mass to the front axle. Since Lf is a fixed value for a specific vehicle, the steering torque T f More susceptible to the lateral force Fy and the front wheel turning angle δ.

[0043] For the lateral force Fy, Fy = f(α), Fy is when α=α max When Fy reaches its maximum value, α max is the maximum side slip angle of the front wheel. Figure 2 The relationship between the slip angle and the adhesion coefficient is shown in the figure. When the slip angle α increases from 0 to αmax When the adhesion coefficient increases gradually, the lateral force Fy of the wheel also increases and increases at α max When the side slip angle α reaches α max After that, the utilization coefficient of adhesion begins to decrease, and the lateral force Fy of the wheel also decreases.

[0044] That is, when the slip angle exceeds α max When the lateral force Fy begins to decrease, if the steering wheel angle is continued to increase (correspondingly increasing the front wheel angle δ), Fy may decrease and the value of cosδ may decrease. This may cause the steering torque T f The steering ability of the vehicle decreases.

[0045] To this end, an embodiment of the present disclosure provides a steering control method. Figure 3 is a flow chart of a steering control method shown in an exemplary embodiment of the present disclosure, with reference to Figure 3 , the method comprising: In step S31 , in response to a vehicle steering operation, when an actual slip angle of a wheel of the vehicle is less than or equal to a reference maximum slip angle of the wheel, the wheel is controlled to steer with a first steering amplitude.

[0046] In one embodiment, the actual slip angle may be determined by monitoring the angle between the vehicle's traveling direction and the tire's pointing direction.

[0047] In one embodiment, the maximum slip angle of the wheel may be determined and used as the reference maximum slip angle. For example, the maximum slip angle may be obtained by looking up a table.

[0048] Regarding the calculation method of the actual sideslip angle and the maximum sideslip angle, please refer to the description in the relevant technology. For the sake of brevity of the description, this embodiment of the present disclosure will not be described in detail.

[0049] In one embodiment, the method includes: obtaining a maximum slip angle of a wheel of the vehicle; and determining the reference maximum slip angle according to the maximum slip angle of the wheel.

[0050] As an example, a maximum slip angle configuration may be provided, wherein the maximum slip angle configuration may include a rule for determining a reference maximum slip angle based on the maximum slip angle. Exemplarily, the maximum slip angle configuration may include a coefficient set as required, and the reference maximum slip angle may be obtained by multiplying the maximum slip angle by the coefficient. In some embodiments, the coefficient may be, for example, a non-negative number less than or equal to 1.

[0051] In this way, the reference maximum sideslip angle may be determined according to the maximum sideslip angle.

[0052] In step S32 , in response to the vehicle steering operation, when the actual sideslip angle is greater than the reference maximum sideslip angle, the wheels are controlled to steer with a second steering amplitude that is smaller than the first steering amplitude.

[0053] For example, the steering amplitude of the wheel may be determined in response to a user's operation of the steering wheel and according to a magnitude relationship between an actual slip angle of the vehicle and a reference maximum slip angle.

[0054] For example, in one implementation scenario, the actual slip angle of the vehicle is less than or equal to a reference maximum slip angle. Thus, the first steering amplitude can be determined based on the steering wheel angle. For example, the first steering amplitude can be calculated based on the steering wheel angle and a certain steering ratio.

[0055] In one implementation scenario, the actual slip angle of the vehicle is greater than the reference maximum slip angle. Thus, a steering amplitude can be determined based on the steering wheel angle. For example, the steering amplitude can be calculated based on the steering wheel angle and a certain steering ratio. Thus, a limitation can be applied based on the determined steering amplitude to obtain a second steering amplitude, which is smaller than the first steering amplitude.

[0056] In one possible implementation, the vehicle may be equipped with a steer-by-wire system. The steer-by-wire system may include an upper controller and a lower controller. The upper controller can provide a simulated steering feel for the driver and calculate a desired steering amplitude based on the driver's steering wheel angle. This amplitude is then transmitted to the lower controller. The lower controller receives the desired steering amplitude from the upper controller and determines the actual steering amplitude based on a fixed or variable (e.g., table-based) steering ratio. The lower controller can then control the steering motor to drive the wheels to rotate based on the actual steering amplitude.

[0057] In a scenario where a steer-by-wire system is equipped, the required steering amplitude for the front wheels of the vehicle can be determined by a turn-up controller in the steer-by-wire system of the vehicle in response to the vehicle steering operation.

[0058] In this way, the required steering amplitude can be sent to a downward turning controller in the steer-by-wire system. After receiving the required steering amplitude, the downward turning controller can determine the second steering amplitude based on the required steering amplitude when the vehicle steering operation indicates an increase in the steering amplitude of the wheel and the actual slip angle is greater than the reference maximum slip angle.

[0059] For example, the downward turning controller may perform attenuation calculation processing on the required steering amplitude to obtain a second steering amplitude that is smaller than the required steering amplitude. In this way, the downward turning controller may control the steering motor to drive the wheels to rotate according to the second steering amplitude.

[0060] It should be understood that with traditional non-decoupled steering systems, directly controlling the steering amplitude of the downward-turning wheels may result in a change in the upward-turning angle. In this case, the driver may feel that the steering wheel is difficult to control. However, the above solution can decouple the upward and downward turning angles using a steer-by-wire system. This allows the wheel's turning angle to be actively controlled based on the relationship between the actual slip angle and the reference maximum slip angle, without the driver noticing. For example, for the same steering maneuver, if the actual slip angle is greater than the reference maximum slip angle, the vehicle can be controlled to steer with a relatively smaller steering amplitude, thereby ensuring the vehicle's steering performance.

[0061] Figure 4 is a flow chart showing a method of determining a second steering amplitude according to an exemplary embodiment of the present disclosure, with reference to Figure 4 , the flow chart includes: In step S41 , in response to a vehicle steering operation, a required steering amplitude of a wheel is determined.

[0062] For example, in one implementation scenario, the required steering amplitude can be determined based on the steering wheel angle in response to the user's vehicle steering operation. For example, the required steering amplitude can be calculated based on the steering wheel angle and a certain steering ratio.

[0063] In step S42 , when the vehicle steering operation indicates an increase in the steering amplitude of the wheels and the actual slip angle is greater than the reference maximum slip angle, a second steering amplitude is determined, and the second steering amplitude is smaller than the required steering amplitude.

[0064] When the vehicle's steering operation indicates an increase in the wheel's steering amplitude, and the actual slip angle is greater than the reference maximum slip angle, the vehicle's steering ability may gradually decline as the steering amplitude increases. Therefore, to ensure steering performance, a second steering amplitude smaller than the required steering amplitude may be determined.

[0065] For example, in a possible implementation, determining the second steering amplitude includes: performing attenuation processing on the required steering amplitude to obtain the second steering amplitude.

[0066] In some embodiments, attenuating the required steering amplitude to obtain the second steering amplitude includes: determining an adjustment value of the steering amplitude, and calculating a difference between the required steering amplitude and the adjustment value to obtain the second steering amplitude.

[0067] For example, the adjustment value can be set based on demand. In some implementation scenarios, the adjustment value can be a preset empirical value. In some implementation scenarios, the adjustment value can also be obtained by querying a pre-established data table of adjustment values. In this way, the adjustment value of the required steering amplitude can be determined, and the difference between the required steering amplitude and the adjustment value can be calculated to obtain the second steering amplitude.

[0068] As an example, the required steering amplitude may be X, and the adjustment value may be Y. In this way, the difference between the required steering amplitude and the adjustment value may be calculated to determine the second steering amplitude as XY.

[0069] The above solution can attenuate the required steering amplitude by adjusting the value, thereby obtaining a second steering amplitude. Thus, when the vehicle's steering operation indicates an increase in the wheel steering amplitude and the actual slip angle is greater than the reference maximum slip angle, steering using the second steering amplitude can ensure the vehicle's steering performance.

[0070] In a possible implementation, attenuating the required steering amplitude to obtain the second steering amplitude includes: determining an adjustment coefficient, where the adjustment coefficient is a non-negative number less than 1; and attenuating the required steering amplitude according to the adjustment coefficient to obtain the second steering amplitude.

[0071] In a possible implementation, the adjustment coefficient may be determined to be a non-negative number less than 1. In this way, the required steering amplitude may be attenuated according to the adjustment coefficient to obtain the second steering amplitude.

[0072] As an example, the product of the adjustment coefficient and the required steering amplitude may be calculated to obtain the second steering amplitude.

[0073] As an example, attenuating the required steering amplitude according to the adjustment coefficient to obtain the second steering amplitude includes: determining a steering amplitude of the wheel when the actual slip angle of the wheel reaches the reference maximum slip angle, to obtain a third steering amplitude; calculating a difference between the required steering amplitude and the third steering amplitude; Calculating the product of the difference and the adjustment coefficient; The sum of the product and the third steering magnitude is determined as the second steering magnitude.

[0074] For example, the second steering amplitude can be calculated by the following formula: δ=(δ Tar -δ0)×K+δ 0。 Among them, δ is the second steering amplitude, δ Taris the required steering amplitude, δ0 is the third steering amplitude, and K is the adjustment coefficient.

[0075] In this way, it is possible to ensure that the second steering amplitude after the attenuation process is greater than or equal to the third steering amplitude, that is, greater than the steering amplitude of the wheel when the wheel reaches the reference maximum sideslip angle. In this way, the steering performance of the vehicle can be guaranteed.

[0076] The above solution can attenuate the required steering amplitude by adjusting the coefficient to obtain a second steering amplitude. Thus, when the vehicle's steering operation indicates an increase in the wheel steering amplitude and the actual slip angle is greater than the reference maximum slip angle, steering using the second steering amplitude can ensure the vehicle's steering performance.

[0077] It is worth noting that the adjustment coefficient can be set based on demand.

[0078] For example, in one possible implementation, the current steering mode of the vehicle may be determined. Thus, in response to the current steering mode of the vehicle being the first mode, the adjustment coefficient is 0; or, in response to the current steering mode of the vehicle being the second mode, the adjustment coefficient is greater than 0 and less than 1.

[0079] As an example, multiple steering modes may be provided in the vehicle, such as a high-performance steering mode, a default steering mode, a medium-performance steering mode, etc. Different steering modes may correspond to different adjustment coefficients.

[0080] For example, the adjustment coefficient for the default steering mode can be 1, meaning no steering amplitude adjustment is required. The adjustment coefficient for the medium-performance steering mode (or second mode) can be a target value greater than 0 and less than 1. In this case, the required steering amplitude corresponding to the user's steering operation is attenuated, thereby reducing the attenuation of the steering torque. Furthermore, the adjustment coefficient for the high-performance steering mode (or first mode) can be 0, for example. This means that after the actual slip angle reaches the third steering amplitude, even if the user increases the steering amplitude, the actual steering amplitude of the wheel remains unchanged. This ensures a high steering torque, helping to maintain the vehicle's steering performance.

[0081] In one possible implementation, the steering mode may be selected by a user. For example, the method may include: determining a target steering mode from a plurality of steering modes of the vehicle based on the user's selection; and determining the target steering mode as the current steering mode of the vehicle.

[0082] In the above embodiments, the steering modes are described using the high-performance steering mode, the default steering mode, and the medium-performance steering mode as examples. However, those skilled in the art will appreciate that the steering modes may also be presented in other forms. For example, in some implementations, an adjustment coefficient (adjustment value) option, a progress bar, an input box, and the like may be provided. Thus, the user can select or enter the desired adjustment coefficient (adjustment value) using the adjustment coefficient (adjustment value) option, progress bar, or input box. In this way, each adjustment coefficient (adjustment value) can be considered a steering mode.

[0083] Of course, in one possible implementation, the required steering amplitude may be used as the first steering amplitude when the vehicle steering operation indicates a reduction in the wheel steering amplitude, and / or the actual slip angle is less than or equal to the reference maximum slip angle. If the actual slip angle is less than or equal to the reference maximum slip angle, the vehicle's lateral torque is not at risk of attenuation, and therefore the current decision result may be maintained, with the required steering amplitude determined as the first steering amplitude.

[0084] In the above embodiment, in response to a vehicle steering operation, when the actual slip angle of the vehicle wheel is less than or equal to a reference maximum slip angle of the wheel, the wheel may be controlled to steer with a first steering amplitude. Furthermore, in response to the vehicle steering operation, when the actual slip angle is greater than the reference maximum slip angle, the wheel may be controlled to steer with a second steering amplitude, the second steering amplitude being smaller than the first steering amplitude.

[0085] In this way, under the same steering maneuver, the vehicle's steering amplitude can be adjusted based on the relationship between the actual slip angle and the reference maximum slip angle. For example, under the same steering maneuver, if the actual slip angle is greater than the reference maximum slip angle, the vehicle can be controlled to steer with a relatively smaller steering amplitude, thereby mitigating the continued increase in the slip angle and helping to maintain the vehicle's steering performance.

[0086] Based on the same inventive concept, an embodiment of the present disclosure also provides a steering control device. Figure 5 FIG5 is a block diagram of a steering control device shown in an exemplary embodiment of the present disclosure. Referring to FIG5 , the steering control device includes: The control module 501 is configured to, in response to a vehicle steering operation, control the wheel to steer with a first steering amplitude when the actual slip angle of the wheel of the vehicle is less than or equal to a reference maximum slip angle of the wheel; The execution module 502 is configured to, in response to the vehicle steering operation, control the wheels to steer with a second steering amplitude smaller than the first steering amplitude when the actual sideslip angle is greater than the reference maximum sideslip angle.

[0087] In the above embodiment, in response to a vehicle steering operation, when the actual slip angle of the wheel of the vehicle is less than or equal to a reference maximum slip angle of the wheel, the wheel may be controlled to steer with a first steering amplitude. Furthermore, in response to the vehicle steering operation, when the actual slip angle is greater than the reference maximum slip angle, the wheel may be controlled to steer with a second steering amplitude, the second steering amplitude being smaller than the first steering amplitude.

[0088] In this way, under the same steering maneuver, the vehicle's steering amplitude can be adjusted based on the relationship between the actual slip angle and the reference maximum slip angle. For example, under the same steering maneuver, if the actual slip angle is greater than the reference maximum slip angle, the vehicle can be controlled to steer with a relatively smaller steering amplitude, thereby mitigating the continued increase in the slip angle and helping to maintain the vehicle's steering performance.

[0089] In some possible implementations, the following are included: a required steering amplitude determination module configured to determine a required steering amplitude of the wheel in response to the vehicle steering operation; The second steering amplitude determination module is configured to determine the second steering amplitude when the vehicle steering operation indicates an increase in the steering amplitude of the wheel and the actual sideslip angle is greater than the reference maximum sideslip angle, and the second steering amplitude is less than the required steering amplitude.

[0090] In some possible implementations, the second steering amplitude determination module includes: The attenuation submodule is configured to perform attenuation processing on the required steering amplitude to obtain the second steering amplitude.

[0091] In some possible implementations, the attenuation submodule is configured as follows: Determine the adjustment value of the steering amplitude; The difference between the required steering amplitude and the adjustment value is calculated to obtain the second steering amplitude.

[0092] In some possible implementations, the attenuation submodule is configured as follows: Determine an adjustment coefficient, where the adjustment coefficient is a non-negative number less than 1; The required steering amplitude is attenuated according to the adjustment coefficient to obtain the second steering amplitude.

[0093] In some possible implementations, the attenuation submodule is configured as follows: determining a steering amplitude of the wheel when the actual slip angle of the wheel reaches the reference maximum slip angle, to obtain a third steering amplitude; calculating a difference between the required steering amplitude and the third steering amplitude; Calculating the product of the difference and the adjustment coefficient; The sum of the product and the third steering magnitude is determined as the second steering magnitude.

[0094] In some possible implementations, the attenuation submodule is configured as follows: In response to the current steering mode of the vehicle being the first mode, the adjustment coefficient is 0; or, In response to the current steering mode of the vehicle being the second mode, the adjustment coefficient is greater than 0 and less than 1.

[0095] In some possible implementations, the following are included: The first steering amplitude determination module is configured to use the required steering amplitude as the first steering amplitude when the vehicle steering operation indicates a reduction in the steering amplitude of the wheel and / or the actual sideslip angle is less than or equal to the reference maximum sideslip angle.

[0096] In some possible implementations, the demand steering amplitude determination module is configured to: determining the required steering amplitude by a turn-up controller in a steer-by-wire system of the vehicle; The second steering amplitude determination module is configured to: The required steering amplitude is sent to a downward turning controller in the steer-by-wire system to trigger the downward turning controller to determine the second steering amplitude when the vehicle steering operation indicates an increase in the steering amplitude of the wheel and the actual sideslip angle is greater than the reference maximum sideslip angle.

[0097] In some possible implementations, the following are included: an acquisition module, configured to acquire a maximum sideslip angle of a wheel of the vehicle; The determination module is configured to determine the reference maximum slip angle according to the maximum slip angle of the wheel.

[0098] An embodiment of the present disclosure provides a vehicle, comprising: processor; a memory for storing processor-executable instructions; The processor is configured to execute the steering control method provided in any embodiment of the present disclosure.

[0099] An embodiment 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 steering control method provided in any embodiment of the present disclosure are implemented.

[0100] An embodiment of the present disclosure provides a computer program product, including a computer program, which, when executed by a processor, implements the steps of the steering control method provided in any embodiment of the present disclosure.

[0101] Regarding the steering control device in the above embodiment, the specific manner in which each module performs operations has been described in detail in the embodiment of the steering control method, and will not be elaborated here.

[0102] Figure 6 FIG6 is a block diagram illustrating a vehicle 600 according to an exemplary embodiment. For example, vehicle 600 may be a hybrid vehicle, a non-hybrid vehicle, an electric vehicle, a fuel cell vehicle, or another type of vehicle. Vehicle 600 may be an autonomous vehicle, a semi-autonomous vehicle, or a non-autonomous vehicle.

[0103] Reference Figure 6 Vehicle 600 may include various subsystems, such as an infotainment system 610, a perception system 620, a decision control system 630, a drive system 640, and a computing platform 650. Vehicle 600 may also include more or fewer subsystems, and each subsystem may include multiple components. Furthermore, each subsystem and each component of vehicle 600 may be interconnected via wired or wireless means.

[0104] In some embodiments, the infotainment system 610 may include a communication system, an entertainment system, a navigation system, and the like.

[0105] The perception system 620 may include several sensors for sensing information about the environment surrounding the vehicle 600. For example, the perception system 620 may include a global positioning system (which may be a GPS system, a BeiDou system, or another positioning system), an inertial measurement unit (IMU), a laser radar, a millimeter-wave radar, an ultrasonic radar, and a camera.

[0106] The decision control system 630 may include a computing system, a vehicle controller, a steering system, a throttle, and a braking system.

[0107] The drive system 640 may include components that provide power to the vehicle 600. In one embodiment, the drive system 640 may include an engine, an energy source, a transmission system, and wheels. The engine may be an internal combustion engine, an electric motor, an air compression engine, or a combination thereof. The engine is capable of converting energy provided by the energy source into mechanical energy.

[0108] Some or all functions of the vehicle 600 are controlled by a computing platform 650. The computing platform 650 may include at least one processor 651 and a memory 652. The processor 651 may execute instructions 653 stored in the memory 652.

[0109] The processor 651 can be any conventional processor, such as a commercially available CPU. The processor can also include a graphics processor (GPU), a field programmable gate array (FPGA), a system on chip (SOC), an application specific integrated circuit (ASIC), or a combination thereof.

[0110] The memory 652 may be implemented by any type of volatile or non-volatile memory device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic memory, flash memory, magnetic disk, or optical disk.

[0111] In addition to instructions 653 , memory 652 may also store data, such as road maps, route information, and vehicle location, direction, speed, etc. The data stored in memory 652 may be used by computing platform 650 .

[0112] In the embodiment of the present disclosure, the processor 651 may execute the instruction 653 to complete all or part of the steps of the above-mentioned steering control method.

[0113] Furthermore, the word "exemplary" is used herein to mean serving as an example, instance, or illustration. Any aspect or design described herein as "exemplary" is not necessarily to be construed as advantageous over other aspects or designs. Rather, the use of the word exemplary is intended to present concepts in a concrete manner. As used herein, the term "or" is intended to mean an inclusive "or" rather than an exclusive "or." That is, unless otherwise specified or clear from the context, "X applies to A or B" is intended to mean any of the natural inclusive permutations. That is, if X applies to A; X applies to B; or X applies to both A and B, then "X applies to A or B" satisfies any of the aforementioned instances. Furthermore, the articles "a" and "an," as used in this application and the appended claims, are generally understood to mean "one or more," unless otherwise specified or clear from the context to refer to the singular form.

[0114] Likewise, although the present disclosure has been shown and described with respect to one or more implementations, equivalent variations and modifications will occur to those skilled in the art upon reading and understanding this specification and the accompanying drawings. The present disclosure includes all such modifications and variations and is limited only by the scope of the claims. With particular regard to the various functions performed by the components (e.g., modules) described above, unless otherwise indicated, terms used to describe such components are intended to correspond to any component (functionally equivalent) that performs the specific function of the described component, even if not structurally equivalent to the disclosed structure. In addition, although particular features of the present disclosure may have been disclosed with respect to only one of several implementations, such features may be combined with one or more other features of other implementations as may be desired and advantageous for any given or particular application. Furthermore, to the extent that the terms "include," "have," "have," "have," or variations thereof are used in the detailed description or claims, such terms are intended to be inclusive in a manner similar to the term "comprising."

[0115] Those skilled in the art will readily appreciate other embodiments of the present disclosure after considering the specification and practicing the invention disclosed herein. This application is intended to cover any variations, uses, or adaptations of the present disclosure that follow the general principles of the present disclosure and include common knowledge or customary techniques in the art not disclosed herein. The description and examples are to be considered as exemplary only, with the true scope and spirit of the present disclosure being indicated by the appended claims.

[0116] It should be understood that the present disclosure is not limited to the exact structures that have been described above and shown in the drawings, and that various modifications and changes can be made without departing from the scope thereof. The scope of the present disclosure is limited only by the appended claims.

[0117] In addition, unless otherwise specified, the features of some embodiments of the present disclosure described herein may be combined with each other. As used herein, the term "and / or" includes any one of the relevant listed items and any combination of any two or more thereof; similarly, "at least one of" includes any one of the relevant listed items and any combination of any two or more thereof.

[0118] Although terms such as "first", "second" and "third" may be used herein to describe various modules, these modules are not limited to these terms. On the contrary, these terms are only used to distinguish one module from another. Therefore, without departing from the teachings of the various examples, the control modules mentioned in the examples described herein may also be referred to as execution modules. In addition, the terms "first" and "second" are used for descriptive purposes only and cannot be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, the features defined as "first" and "second" may explicitly or implicitly include at least one of the features. In the description herein, "multiple" means at least two, such as two, three, etc., unless otherwise clearly and specifically defined.

Claims

1. A steering control method, characterized in that: include: In response to a vehicle steering operation, when an actual slip angle of a wheel of the vehicle is less than or equal to a reference maximum slip angle of the wheel, controlling the wheel to steer with a first steering amplitude; In response to the vehicle steering operation, when the actual sideslip angle is greater than the reference maximum sideslip angle, the wheels are controlled to steer with a second steering amplitude that is smaller than the first steering amplitude.

2. The method according to claim 1, characterized in that include: determining a required steering amplitude of the wheel in response to the vehicle steering operation; When the vehicle steering operation indicates an increase in the steering amplitude of the wheels and the actual sideslip angle is greater than the reference maximum sideslip angle, the second steering amplitude is determined, and the second steering amplitude is smaller than the required steering amplitude.

3. The method according to claim 2, characterized in that Determining the second steering amplitude includes: The required steering amplitude is attenuated to obtain the second steering amplitude.

4. The method according to claim 3, characterized in that The attenuating the required steering amplitude to obtain the second steering amplitude includes: Determine the adjustment value of the steering amplitude; The difference between the required steering amplitude and the adjustment value is calculated to obtain the second steering amplitude.

5. The method according to claim 3, characterized in that The attenuating the required steering amplitude to obtain the second steering amplitude includes: Determine an adjustment coefficient, where the adjustment coefficient is a non-negative number less than 1; The required steering amplitude is attenuated according to the adjustment coefficient to obtain the second steering amplitude.

6. The method according to claim 5, characterized in that The attenuating the required steering amplitude according to the adjustment coefficient to obtain the second steering amplitude includes: determining a steering amplitude of the wheel when the actual slip angle of the wheel reaches the reference maximum slip angle, to obtain a third steering amplitude; calculating a difference between the required steering amplitude and the third steering amplitude; Calculating the product of the difference and the adjustment coefficient; The sum of the product and the third steering magnitude is determined as the second steering magnitude.

7. The method according to claim 5, characterized in that Determining the adjustment coefficient includes: In response to the current steering mode of the vehicle being the first mode, the adjustment coefficient is 0; or, In response to the current steering mode of the vehicle being the second mode, the adjustment coefficient is greater than 0 and less than 1.

8. The method according to claim 2, characterized in that include: When the vehicle steering operation indicates a reduction in the steering amplitude of the wheel, and / or the actual sideslip angle is less than or equal to the reference maximum sideslip angle, the required steering amplitude is used as the first steering amplitude.

9. The method according to claim 2, characterized in that Determining the required steering amplitude of the wheel includes: determining the required steering amplitude by a turn-up controller in a steer-by-wire system of the vehicle; The determining of the second steering amplitude when the vehicle steering operation indicates an increase in the steering amplitude of the wheel and the actual sideslip angle is greater than the reference maximum sideslip angle includes: The required steering amplitude is sent to a downward turning controller in the steer-by-wire system to trigger the downward turning controller to determine the second steering amplitude when the vehicle steering operation indicates an increase in the steering amplitude of the wheel and the actual sideslip angle is greater than the reference maximum sideslip angle.

10. The method according to any one of claims 1 to 9, characterized in that include: Obtaining a maximum sideslip angle of a wheel of the vehicle; The reference maximum slip angle is determined according to the maximum slip angle of the wheel.

11. A steering control device, characterized in that: include: a control module configured to, in response to a vehicle steering operation, control the wheel to steer with a first steering amplitude when an actual slip angle of the wheel of the vehicle is less than or equal to a reference maximum slip angle of the wheel; The execution module is configured to, in response to the vehicle steering operation, control the wheels to steer with a second steering amplitude smaller than the first steering amplitude when the actual sideslip angle is greater than the reference maximum sideslip angle.

12. The steering control device according to claim 11, characterized in that: include: a required steering amplitude determination module configured to determine a required steering amplitude of the wheel in response to the vehicle steering operation; The second steering amplitude determination module is configured to determine the second steering amplitude when the vehicle steering operation indicates an increase in the steering amplitude of the wheel and the actual sideslip angle is greater than the reference maximum sideslip angle, and the second steering amplitude is less than the required steering amplitude.

13. The steering control device according to claim 12, characterized in that: The second steering amplitude determination module includes: The attenuation submodule is configured to perform attenuation processing on the required steering amplitude to obtain the second steering amplitude.

14. The steering control device according to claim 13, characterized in that: The attenuation submodule is configured as follows: Determine the adjustment value of the steering amplitude; The difference between the required steering amplitude and the adjustment value is calculated to obtain the second steering amplitude.

15. The steering control device according to claim 13, characterized in that: The attenuation submodule is configured as follows: Determine an adjustment coefficient, where the adjustment coefficient is a non-negative number less than 1; The required steering amplitude is attenuated according to the adjustment coefficient to obtain the second steering amplitude.

16. The steering control device according to claim 15, characterized in that: The attenuation submodule is configured as follows: determining a steering amplitude of the wheel when the actual slip angle of the wheel reaches the reference maximum slip angle, to obtain a third steering amplitude; calculating a difference between the required steering amplitude and the third steering amplitude; Calculating the product of the difference and the adjustment coefficient; The sum of the product and the third steering magnitude is determined as the second steering magnitude.

17. The steering control device according to claim 15, characterized in that: The attenuation submodule is configured as follows: In response to the current steering mode of the vehicle being the first mode, the adjustment coefficient is 0; or, In response to the current steering mode of the vehicle being the second mode, the adjustment coefficient is greater than 0 and less than 1.

18. The steering control device according to claim 12, wherein: include: The first steering amplitude determination module is configured to use the required steering amplitude as the first steering amplitude when the vehicle steering operation indicates a reduction in the steering amplitude of the wheel and / or the actual sideslip angle is less than or equal to the reference maximum sideslip angle.

19. The steering control device according to claim 12, wherein: The demand steering amplitude determination module is configured to: determining the required steering amplitude by a turn-up controller in a steer-by-wire system of the vehicle; The second steering amplitude determination module is configured to: The required steering amplitude is sent to a downward turning controller in the steer-by-wire system to trigger the downward turning controller to determine the second steering amplitude when the vehicle steering operation indicates an increase in the steering amplitude of the wheel and the actual sideslip angle is greater than the reference maximum sideslip angle.

20. The steering control device according to any one of claims 11 to 19, characterized in that: include: an acquisition module, configured to acquire a maximum sideslip angle of a wheel of the vehicle; The determination module is configured to determine the reference maximum slip angle according to the maximum slip angle of the wheel.

21. A vehicle, characterized in that: include: processor; a memory for storing processor-executable instructions; The processor is configured to execute the method according to any one of claims 1 to 10.

22. 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 method according to any one of claims 1 to 10 are implemented.

23. A computer program product, characterized in that The invention comprises a computer program which, when executed by a processor, implements the steps of the method according to any one of claims 1 to 10.

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