Vehicle system, steering assistance apparatus, and steering assistance method

Abstract

The embodiment of the invention provides a vehicle system, vehicle steering auxiliary equipment and a vehicle steering method. The method comprises the steps that in the vehicle steering process, the steering angle of a steering wheel is monitored; judging whether the steering intention of the driver or the driving assistance system is to reduce the turning radius or not based on the monitored change of the steering angle of the steering wheel along with time; when it is judged that the steering intention is to reduce the turning radius and it is monitored that the current steering wheel rotation angle reaches one of multiple preset steering wheel rotation angles, the driving torque adjusting amount corresponding to the current preset steering wheel rotation angle is determined according to the mapping relation between the preset steering wheel rotation angle and the driving torque adjusting amount; and adjusting drive torque distribution among the plurality of wheels by controlling a drive motor of the vehicle according to the drive torque adjustment amount.

Description

Technical Field

[0001] The present invention generally relates to the technical field of vehicle control, and more particularly to a technology for assisting vehicle steering. Background Art

[0002] Existing vehicle steering assistance technologies typically apply hydraulic pressure to the inner rear wheel to help the vehicle achieve a target turning radius. However, this significantly restricts the vehicle's steering flexibility, making it difficult to achieve more agile and precise steering performance in complex and changing driving scenarios or when the driver has different steering expectations.

[0003] In addition, some existing steering assist solutions improve performance by introducing rear-wheel steering (RWS), but such solutions will increase vehicle costs.

[0004] Therefore, it is desired to propose a technical solution that improves the steering flexibility of a vehicle without increasing the cost of the vehicle, so as to meet diverse steering needs. Summary of the Invention

[0005] In this context, according to one embodiment of the present invention, a steering assist method for a vehicle is provided, comprising: monitoring a steering wheel angle during vehicle steering; determining, based on a change in the monitored steering wheel angle over time, whether a steering intention of a driver or a driving assistance system is to reduce a turning radius; if the steering intention is determined to be to reduce the turning radius and the current steering wheel angle is monitored to have reached one of a plurality of preset steering wheel angles, determining a driving torque adjustment amount corresponding to the current preset steering wheel angle based on a mapping relationship between the preset steering wheel angles and driving torque adjustment amounts; and adjusting a driving torque distribution among a plurality of wheels by controlling a driving motor of the vehicle according to the driving torque adjustment amount, wherein adjusting the driving torque distribution includes adjusting in one of the following manners:

[0006] - a first adjustment: reducing the driving torque of the inner-steering rear wheel according to the driving torque adjustment amount, and distributing the reduced driving torque to at least one of the outer-steering rear wheel, the inner-steering front wheel, and the outer-steering front wheel;

[0007] - second adjustment: reducing the driving torque on the inner turning front wheel and the inner turning rear wheel according to the driving torque adjustment amount, and distributing the reduced driving torque to at least one of the outer turning front wheel and the outer turning rear wheel;

[0008] - a third adjustment: reducing the driving torque on the inner-turning rear wheel, the outer-turning rear wheel, and the inner-turning front wheel according to the driving torque adjustment amount, and distributing the reduced driving torque to the outer-turning front wheel;

[0009] - a fourth adjustment: reducing the driving torque of the inner-steering front wheel according to the driving torque adjustment amount, and distributing the reduced driving torque to at least one of the outer-steering rear wheel, the inner-steering rear wheel, and the outer-steering front wheel;

[0010] - a fifth adjustment: reducing the driving torque of the inner-turning rear wheel and the outer-turning rear wheel according to the driving torque adjustment amount, and distributing the reduced driving torque to at least one of the inner-turning front wheel and the outer-turning front wheel;

[0011] - a sixth adjustment: reducing the driving torque of the inner-turning front wheel and the outer-turning front wheel according to the driving torque adjustment amount, and distributing the reduced driving torque to at least one of the inner-turning rear wheel and the outer-turning rear wheel;

[0012] - a seventh adjustment: reducing the driving torque of the inner-turning front wheel and the outer-turning rear wheel according to the driving torque adjustment amount, and distributing the reduced driving torque to at least one of the inner-turning rear wheel and the outer-turning front wheel;

[0013] - an eighth adjustment: reducing the driving torque of the inner-turning rear wheel and the outer-turning front wheel according to the driving torque adjustment amount, and distributing the reduced driving torque to at least one of the inner-turning front wheel and the outer-turning rear wheel;

[0014] - Ninth adjustment: reducing the driving torque on the inner-turning rear wheel, the outer-turning front wheel, and the inner-turning front wheel according to the driving torque adjustment amount, and distributing the reduced driving torque to the outer-turning rear wheel

[0015] According to another embodiment of the present invention, a vehicle system is provided, which includes: multiple drive motors; and a steering assist device configured to execute the steering assist method as described above to control the multiple motors to achieve dynamic adjustment of the vehicle steering behavior based on the steering wheel angle.

[0016] According to another embodiment of the present invention, a steering assist device for a vehicle is provided, comprising: a monitoring module configured to monitor a steering wheel angle during a vehicle steering process; a judging module configured to judge whether a steering intention of a driver or a driving assistance system is to reduce a turning radius based on a change in the monitored steering wheel angle over time; a determining module configured to, when it is determined that the steering intention is to reduce the turning radius and when it is monitored that the current steering wheel angle reaches one of a plurality of preset steering wheel angles, determine a driving torque adjustment amount corresponding to the current preset steering wheel angle based on a mapping relationship between the preset steering wheel angle and the driving torque adjustment amount; and an adjusting module configured to adjust the driving torque distribution between the steering inner wheel and the steering outer wheel by controlling a driving motor of the vehicle according to the driving torque adjustment amount.

[0017] Adjusting the drive torque distribution includes adjusting it in one of the following ways:

[0018] - a first adjustment: reducing the driving torque of the inner-steering rear wheel according to the driving torque adjustment amount, and distributing the reduced driving torque to at least one of the outer-steering rear wheel, the inner-steering front wheel, and the outer-steering front wheel;

[0019] - second adjustment: reducing the driving torque on the inner turning front wheel and the inner turning rear wheel according to the driving torque adjustment amount, and distributing the reduced driving torque to at least one of the outer turning front wheel and the outer turning rear wheel;

[0020] - a third adjustment: reducing the driving torque on the inner-turning rear wheel, the outer-turning rear wheel, and the inner-turning front wheel according to the driving torque adjustment amount, and distributing the reduced driving torque to the outer-turning front wheel;

[0021] - a fourth adjustment: reducing the driving torque of the inner-steering front wheel according to the driving torque adjustment amount, and distributing the reduced driving torque to at least one of the outer-steering rear wheel, the inner-steering rear wheel, and the outer-steering front wheel;

[0022] - a fifth adjustment: reducing the driving torque of the inner-turning rear wheel and the outer-turning rear wheel according to the driving torque adjustment amount, and distributing the reduced driving torque to at least one of the inner-turning front wheel and the outer-turning front wheel;

[0023] - a sixth adjustment: reducing the driving torque of the inner-turning front wheel and the outer-turning front wheel according to the driving torque adjustment amount, and distributing the reduced driving torque to at least one of the inner-turning rear wheel and the outer-turning rear wheel;

[0024] - a seventh adjustment: reducing the driving torque of the inner-turning front wheel and the outer-turning rear wheel according to the driving torque adjustment amount, and distributing the reduced driving torque to at least one of the inner-turning rear wheel and the outer-turning front wheel;

[0025] - an eighth adjustment: reducing the driving torque of the inner-turning rear wheel and the outer-turning front wheel according to the driving torque adjustment amount, and distributing the reduced driving torque to at least one of the inner-turning front wheel and the outer-turning rear wheel;

[0026] Ninth adjustment: reducing the driving torque on the inner-turning rear wheel, the outer-turning front wheel, and the inner-turning front wheel according to the driving torque adjustment amount, and distributing the reduced driving torque to the outer-turning rear wheel.

[0027] According to another embodiment of the present invention, a steering assist device for a vehicle is provided, which includes: one or more memories and one or more processors, wherein the one or more memories store executable instructions, which, when executed by the one or more processors, enable the one or more processors to execute the method described above.

[0028] According to another embodiment of the present invention, a computer program product is provided, which includes executable instructions. When the computer program product is executed by one or more processors, the computer program product causes the one or more processors to perform the method described above.

[0029] According to another embodiment of the present invention, a machine-readable storage medium is provided, which stores executable instructions. When the machine-readable storage medium is executed by one or more processors, the one or more processors are caused to perform the method described above.

[0030] The foregoing provides a summary of the major aspects of the present invention to facilitate a basic understanding of these aspects. This summary is not intended to describe key or important elements of all aspects of the present invention, nor is it intended to limit the scope of any or all aspects of the present invention. The purpose of this summary is to provide some implementations of these aspects in a simplified form, serving as a prelude to the detailed description that will be provided later. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] The technical solution of the present invention will become more apparent from the following detailed description in conjunction with the accompanying drawings. It should be understood that these drawings are only for illustrative purposes and are not intended to limit the scope of protection of the present invention.

[0032] Figures 1A-1C is a schematic block diagram of a vehicle system according to some embodiments of the present invention.

[0033] Figure 1D Is used to show Figures 1A-1C A schematic block diagram of an implementation of a steering assist device for a vehicle system in FIG.

[0034] Figure 2 is a flowchart of a vehicle steering assist method according to an embodiment of the present invention.

[0035] Figure 3 It is a graph used to illustrate the mapping relationship between the steering wheel angle and the drive torque adjustment amount.

[0036] Figures 4A-4F FIG. 1 is a schematic diagram for illustrating adjustment of driving torque distribution according to an embodiment of one aspect of the present invention.

[0037] Figures 5A-5F FIG. 2 is a schematic diagram for illustrating adjusting driving torque distribution according to another embodiment of the present invention.

[0038] Figure 6 is a flow chart of a method for preventing wheel reversal according to an embodiment of the present invention.

[0039] Figure 7 is a flowchart of a method for monitoring steering stability of a vehicle according to an embodiment of the present invention. DETAILED DESCRIPTION

[0040] An embodiment of the present invention relates to an improved steering assist technology solution that can achieve a more intelligent steering assist function without adding hardware equipment or changing the existing hardware layout of the vehicle.

[0041] According to an embodiment of the present invention, the driving torque distribution of multiple wheels is adjusted according to the steering wheel angle, thereby achieving more flexible steering control and meeting different degrees of turning radius reduction.

[0042] According to embodiments of the present invention, the drive motor's driving torque replaces traditional hydraulic braking torque, thus avoiding the noise and hardware wear associated with hydraulic braking. Furthermore, when the drive motor applies negative torque, energy recovery can be achieved through the motor's negative torque, improving the vehicle's energy utilization and overall energy efficiency.

[0043] According to an embodiment of the present invention, in the process of adjusting the driving torque distribution among multiple wheels, the driving torque of the entire vehicle is always kept consistent with the required driving torque (for example, the driving torque requested by the driver), thereby reducing the sense of intervention on the driver during the driving process and providing the driver with a natural and smooth steering experience.

[0044] According to an embodiment of the present invention, a variety of implementation methods are provided for adjusting the driving torque distribution among multiple wheels, which can be applicable to different motor deployment schemes and can also meet the personalized steering needs of vehicle users.

[0045] The specific embodiments of the present invention are described below with reference to the accompanying drawings.

[0046] An embodiment of one aspect of the present invention relates to a vehicle system, comprising a steering assist device and three or four drive motors. The steering assist device is configured to determine the distribution of drive torque to a plurality of wheels based on a steering wheel angle. Each drive motor serves as an execution unit configured to output a corresponding drive torque based on the drive torque distribution scheme determined by the steering assist device. The steering assist device is respectively connected to each drive motor in communication, for example, via a vehicle bus (e.g., CAN, LIN, FlexRay, MOST).

[0047] Figures 1A-1C Some exemplary implementations of vehicle system 100 are shown.

[0048] See also Figure 1A The vehicle system 100 includes four drive motors 11-14 and a steering assist device 20. The four drive motors 11-14 are respectively configured to provide drive torque to the left front wheel LF, the right front wheel RF, the left rear wheel LR, and the right rear wheel RR. The steering assist device 20 is communicatively connected to each drive motor, for example, via a vehicle bus (e.g., CAN, LIN, FlexRay, MOST).

[0049] See also Figure 1B The vehicle system 100 includes three drive motors 11, 12, and 15 and a steering assist device 20. The three drive motors 11, 12, and 15 are distributed as follows: two motors 11 and 12 coupled to the front axle of the vehicle, respectively coupled to the left front wheel LF and the right front wheel RF, and one motor 15 coupled to the rear axle of the vehicle.

[0050] See also Figure 1C The vehicle system 100 includes three drive motors 13, 14, and 16 and a steering assist device 20. The three drive motors 13, 14, and 16 are distributed as follows: two motors 13 and 14 coupled to the rear axle of the vehicle, respectively coupled to the left rear wheel LR and the right rear wheel RR, and one motor 16 coupled to the front axle of the vehicle.

[0051] In one embodiment, the steering assist device 20 may be provided in an electronic control unit (ECU) of the vehicle, for example, in an ECU of a vehicle chassis system. The steering assist device 20 may also be provided in a vehicle body controller unit (VCU) or a domain controller of the vehicle.

[0052] In one embodiment, the steering assist device 20 can be implemented to include multiple submodules. Figure 1D The steering assist device 20 is implemented to include: a monitoring module 21 for determining the current steering wheel angle; a determination module 22 for determining whether the driver desires to reduce the turning radius; a determination module 23 for determining a drive torque adjustment corresponding to the current preset steering angle; and an adjustment module 24 for adjusting the drive torque distribution between the inner and outer steering wheels. In one embodiment, the steering assist device 20 may also include an anti-reversal module 25 for preventing wheel reversal and a stability detection module 26 for detecting the vehicle's steering stability.

[0053] It should be understood that the naming of the modules of the steering assist device 20 is functional and is not intended to limit the physical location or implementation of these modules. For example, these modules can be set in the same ECU of the vehicle, or in multiple different ECUs. These modules can also be partially set in the ECU and the other part in the VCU or domain controller. For example, each module can be implemented in hardware, software, or a combination of software and hardware. For the part implemented in hardware, it can be implemented in one or more application-specific integrated circuits (ASICs), digital signal processors (DSPs), data signal processing devices (DSPDs), programmable logic devices (PLDs), field programmable gate arrays (FPGAs), processors, controllers, microcontrollers, microprocessors, electronic units designed to perform their functions, or combinations thereof. For the part implemented in software, it can be implemented with the help of microcode, program code or code segments, and they can also be stored in machine-readable storage media such as storage components.

[0054] According to an embodiment of the present invention, the vehicle system 100 may further include a hydraulic brake system (not shown). The hydraulic brake system serves as an execution unit and is configured to work in conjunction with the drive motor, which also serves as an execution unit, to jointly execute the driving torque distribution among the multiple wheels determined by the steering assist device 20 in some cases.

[0055] Another embodiment of the present invention relates to a vehicle steering assist method, which can be executed by the steering assist device 20 described above. Figure 2 is a flow chart of a steering assist method 200 according to an embodiment of the present invention. Figure 1D Taking the steering assist device 20 executing the method 200 as an example, the specific implementation of the method 200 is introduced.

[0056] In block 202, during the vehicle steering process, the monitoring module 21 monitors the steering wheel angle in real time. Here, the steering wheel angle may be generated in a driver driving mode or in a driving assistance mode (or automatic driving mode).

[0057] Specifically, in the driver driving mode, the steering wheel angle refers to the steering angle generated by the driver manually operating the steering wheel. At this time, the monitoring module 21 monitors the signal transmitted on the vehicle bus that represents the steering wheel angle in real time, thereby obtaining the current steering wheel angle. In the driving assistance mode (or automatic driving mode), the steering wheel angle is not generated by the driver's operation, but is generated by the vehicle's driving assistance system. The monitoring module 21 monitors the steering wheel angle data generated by the driving assistance system in real time to obtain the steering wheel angle.

[0058] At block 204, the determination module 22 determines whether the driver's or the steering assist system's steering intention is to reduce the turning radius based on the monitored change in the steering wheel angle over time. For example, the determination module 22 determines that the steering intention is to reduce the turning radius if any of the following conditions are detected: 1) the steering wheel angle increases twice consecutively within a predetermined time interval (this condition may occur in a narrow turning scenario or complex parking environment); or 2) the rate of increase of the steering wheel angle exceeds a steering wheel angle increase rate threshold (this condition may occur in an obstacle avoidance scenario).

[0059] Specifically, in the driver driving mode, the change in the steering wheel angle is based on the driver's steering wheel operation. For example, if the driver operates the steering wheel twice in a predetermined time interval in a direction that increases the steering wheel angle, or if the driver suddenly and violently operates the steering wheel so that the rate of increase of the steering wheel angle exceeds a steering wheel angle increase rate threshold, it means that the driver intends to reduce the turning radius. In the driving assistance mode (or autonomous driving mode), if it is determined based on the steering wheel angle data generated by the driving assistance system that the steering wheel angle has increased twice in a predetermined time interval or the rate of increase of the steering wheel angle is greater than a steering wheel angle increase rate threshold, it means that the driving assistance system has decided to reduce the turning radius.

[0060] It should be understood that the "predetermined time interval" and "steering wheel angle increase rate threshold" involved in the above description are both thresholds and are pre-set. In one embodiment, the predetermined time interval and the steering wheel angle increase rate threshold are both predetermined and set according to the vehicle model and actual vehicle test results. In another embodiment, the predetermined time interval and the steering wheel angle increase rate threshold are customized according to the requirements of the vehicle user (for example, the length of the entire vehicle). For example, the predetermined time interval and the steering wheel angle increase rate threshold each have multiple levels of numerical values. Moreover, the multiple levels of numerical values ​​of the predetermined time interval and the steering wheel angle increase rate threshold can be presented on the human-machine interface (HMI) of the vehicle for selection by the vehicle driver. Furthermore, the judgment module 22 uses the predetermined time interval and the steering wheel angle increase rate threshold selected by the driver to make the above-mentioned judgment of the steering intention.

[0061] At block 206, if the steering intention is determined to be to reduce the turning radius and the current steering wheel angle is detected to have reached one of a plurality of preset steering wheel angles, the determination module 23 determines the driving torque adjustment value corresponding to the current steering wheel angle based on a mapping relationship between the steering wheel angle and the driving torque adjustment value. The mapping relationship between the steering wheel angle and the driving torque adjustment value is pre-established. The following describes the mapping relationship in detail, along with some examples of the mapping relationship.

[0062] In general, the mapping relationship between steering wheel angle and drive torque adjustment value describes a one-to-one correspondence between multiple preset steering wheel angles and multiple drive torque adjustment values, where the multiple preset steering wheel angles increase in sequence. Specifically, as the steering wheel angle gradually increases, starting from reaching a threshold angle (i.e., the first preset steering wheel angle among the multiple preset steering wheel angles, i.e., the smallest steering wheel angle among the multiple preset steering wheel angles), each time one of the multiple preset steering wheel angles is reached, a round of drive torque adjustment is triggered to achieve the corresponding drive torque adjustment value.

[0063] In one embodiment, the plurality of preset steering wheel angles includes n preset steering wheel angles (n is a positive integer greater than or equal to 1), i.e., first through nth preset steering wheel angles; and a driving torque adjustment value is set for each preset steering wheel angle, i.e., first through nth driving torque adjustment values. During the increasing steering wheel angle, when the steering wheel angle reaches the first preset steering wheel angle, the adjustment module 24 triggers a round of adjustment, i.e., adjusting the wheel-end driving torque at a first rate. When the steering wheel angle reaches a second preset steering wheel angle, the accumulated driving torque adjustment value reaches the first driving torque adjustment value. At this point, the steering assist device 20 triggers a new round of adjustment, i.e., adjusting the wheel-end driving torque at a second rate. When the steering wheel angle reaches a third preset steering wheel angle, the accumulated driving torque adjustment value reaches the second driving torque adjustment value. Similarly, when it is monitored that the steering wheel angle reaches the nth preset steering wheel angle (i.e., the last preset steering wheel angle), the adjustment module 24 triggers a new round of adjustment, adjusting the driving torque of the wheel end at the nth rate until the nth driving torque adjustment amount is completed.

[0064] The "rate" referred to in the above description refers to: the adjustment rate used to achieve the corresponding drive torque target adjustment amount. For example, in an embodiment where the steering wheel angle reaches a first preset steering wheel angle, and only the drive torque of the inner rear wheel is reduced and the drive torque of one or more of the other wheels is increased, the first rate represents the rate of reduction of the drive torque of the inner rear wheel, and the first rate also represents the sum of the rates of increase of the drive torque of one or more of the other wheels. In an embodiment where the steering wheel angle reaches a first preset steering wheel angle, and the drive torque of the inner front wheel and the inner rear wheel is reduced and the drive torque of one or more of the other wheels is increased, the first rate represents the sum of the rates of reduction of the drive torque of the inner front wheel and the inner rear wheel, and the first rate also represents the sum of the rates of increase of the drive torque of one or more of the other wheels.

[0065] The "driving torque adjustment amount" referred to in the above description refers to: the total amount of driving torque reduced or increased in the current wheel adjustment. For example, in an embodiment where the steering wheel angle reaches a first preset steering wheel angle, and only the driving torque of the inner rear wheel is reduced and the driving torque of one or more of the other wheels is increased, the first driving torque adjustment amount represents the total amount of driving torque reduction of the inner rear wheel, and the first adjustment amount also represents the total amount of driving torque increase of one or more of the other wheels. In an embodiment where the steering wheel angle reaches a first preset steering wheel angle, and the driving torque of the inner front wheel and the inner rear wheel is reduced and the driving torque of one or more of the other wheels is increased, the first driving torque adjustment amount represents the total amount of driving torque reduction of the inner rear wheel and the inner front wheel, and the first adjustment amount also represents the total amount of driving torque increase of one or more of the other wheels.

[0066] In one embodiment, in the mapping relationship, the greater the steering wheel angle, the greater the adjustment amplitude of the driving torque. For example, the driving torque adjustment amount increases with the increase of the steering wheel angle, that is, the first through nth driving torque adjustment amounts increase in sequence. The advantage of this design is that a larger steering wheel angle indicates a stronger intention of the driver or the driving assistance system to reduce the turning radius. In this case, increasing the driving torque adjustment amount can achieve stronger steering assistance, for example, a greater reduction in the turning radius.

[0067] In one embodiment, in the mapping relationship, the greater the steering wheel angle, the faster the adjustment rate. For example, the adjustment rate increases with increasing steering wheel angle, that is, the first through nth rates increase in sequence. The advantage of this design is that a larger steering wheel angle indicates a stronger driver or driver assistance system intent to reduce the turning radius. In this case, a faster response is achieved by increasing the drive torque adjustment rate, for example, the turning radius is reduced more quickly.

[0068] According to an embodiment of the present invention, the first preset steering wheel angle is a pre-set threshold angle for triggering the drive torque adjustment function according to an embodiment of the present invention. When the steering wheel angle is less than the threshold angle (i.e., the first preset steering wheel angle), the drive torque adjustment function according to the embodiment of the present invention is not performed. The nth preset steering wheel angle can be the angle when the steering wheel is fully turned, i.e., the steering wheel is turned to the maximum travel position and is fully turned.

[0069] According to an embodiment of the present invention, the mapping relationship between the preset steering wheel angle and the drive torque adjustment can be pre-set into multiple mapping relationships corresponding to various modes based on vehicle models and user needs. In this setting, the multiple modes each correspond to various combinations of different vehicle models and different steering styles. In other words, each mode matches a specific vehicle model and a specific steering style, and the different modes represent the diversity of vehicle model and steering style combinations.

[0070] Steering styles can include various combinations of varying degrees of turning radius reduction and varying rates of turning radius reduction. For example, when a quick turn is required, a rapid reduction in the turning radius is desirable; while for smooth steering, a slower reduction in the turning radius is preferred. Multiple steering styles can be adapted to different driving scenarios and meet the driving preferences of different users.

[0071] Furthermore, steering styles can be customized for different vehicle models. For example, when setting the mapping between the preset steering wheel angle and the drive torque adjustment, vehicle-specific parameters and characteristics, such as the vehicle's wheelbase, track width, and suspension system, are taken into account. By configuring unique mappings for different vehicle models, customized steering styles can be achieved, thereby improving vehicle handling performance and driving comfort. The following details some examples of expressing the mapping between the preset steering wheel angle and the drive torque adjustment.

[0072] According to an embodiment of the present invention, the mapping relationship between the preset steering wheel angle and the driving torque adjustment amount can be expressed in various ways, such as a model, a table or a graph.

[0073] In one embodiment, the following Table 1 may be used to describe the mapping relationship between the steering wheel angle and the driving torque adjustment amount.

[0074] Table 1

[0075] Triggering a round of steering wheel angle adjustment Adjustment rate Cumulative driving torque adjustment of each wheel First preset steering wheel angle First rate First driving torque adjustment amount Second preset steering wheel angle Second rate Second driving torque adjustment amount … … … n-1th preset steering wheel angle n-1th rate n-1th driving torque adjustment amount nth steering wheel angle nth rate nth driving torque adjustment amount

[0076] In another embodiment, the following piecewise linear function can be used to describe the mapping relationship between the steering wheel angle and the driving torque adjustment amount. In the embodiment of the piecewise function, the slope of each piece of the function corresponds to the above-mentioned respective change rates.

[0077]

[0078] In the first section (θ1≤θ<θ2), when the steering wheel angle increases from θ1 to θ2, the driving torque adjustment amount increases linearly from 0 to ΔT1, and the change slope is In the second section (θ2≤θ<θ3), when the steering wheel angle increases from θ2 to θ3, the driving torque adjustment amount increases linearly from ΔT1 to ΔT2, and the change slope is And so on. In the n-1 segment (θ n-1 ≤θ<θ n ), when the steering wheel angle increases from θn-1 to θn, the driving torque adjustment amount increases linearly from ΔTn-1 to ΔTn, and the change slope is At θ n In the nth segment, the driving torque adjustment amount ΔTn is adjusted, for example, at a predetermined maximum change slope.

[0079] In yet another embodiment, a curve graph may be used to describe the mapping relationship between the steering wheel angle and the driving torque adjustment amount. Figure 3 An example of such a graph is shown in FIG. Figure 3 In the figure, the horizontal axis represents the steering wheel angle θ, the vertical axis represents the cumulative adjustment amount ΔT of the driving torque, and each line segment shows the change of the cumulative adjustment amount of the driving torque as the steering wheel angle increases. The slope of each line segment represents the adjustment rate of each wheel (each time). Figure 3 Only three rounds (three times) of adjustment are shown (i.e., from θ1 to θ2; from θ2 to θ3; from θ3 to θ4), with adjustment amounts of ΔT1, ΔT2, and ΔT3 respectively; and adjustment rates of k1, k2, and k3 respectively.

[0080] At block 208, the adjustment module 24 controls the vehicle's multiple drive motors to adjust the driving torque distribution among the multiple wheels based on the driving torque adjustment amount determined at block 206. Adjusting the driving torque distribution among the multiple wheels primarily includes nine implementations, namely, the first through ninth adjustments. The implementation of each of these aspects is described in detail below.

[0081] In the implementation of the first aspect (block 2081), i.e., in the first adjustment, the adjustment module 24 reduces the driving torque of the inner-turning rear wheel according to the driving torque adjustment amount determined in block 206, and distributes the reduced driving torque to at least one of the outer-turning rear wheel, the inner-turning front wheel, and the outer-turning front wheel. For clarity, the following describes multiple embodiments of this implementation using the driving torque adjustment amount determined in block 206 as the first adjustment amount. It should be understood that other amounts of driving torque can be implemented in a similar manner and will not be described in detail herein.

[0082] It should be noted that, in the embodiments of the present invention, "reducing" the driving torque on a certain wheel means reducing it based on the current driving torque of the wheel. For example, if the current driving torque on a certain wheel is 1000 NM and the amount of reduction is 300 NM, then it will be 700 NM after the reduction. Similarly, "increasing" the driving torque on a certain wheel means increasing it based on the current driving torque of the wheel. For example, if the current driving torque on a certain wheel is 1000 NM and the amount of increase is 300 NM, then it will be 1300 NM after the increase. In addition, the numerical values ​​involved in the accompanying drawings are schematic and are not intended to limit the scope of the present invention. Moreover, the following embodiments do not exhaustively cover all possible examples.

[0083] In one embodiment, the driving torque on the inner rear wheel is reduced by a first adjustment amount at a first rate, and the reduced first adjustment amount is all distributed to the outer rear wheel, so that the driving torque on the outer rear wheel is increased by the first adjustment amount at a first rate. Figure 4A Schematic diagram of driving torque adjustment according to an embodiment is shown in FIG, wherein the left diagram shows the driving torque of each wheel before adjustment, and the right diagram shows the driving torque of each wheel after adjustment.

[0084] In one embodiment, the driving torque on the inner rear wheel is reduced by a first adjustment amount at a first rate, and the reduced first adjustment amount is evenly distributed to the outer front wheel and the inner rear wheel, so that the outer front wheel and the outer rear wheel are both increased by half of the first adjustment amount at 50% of the first rate. Figure 4B Schematic diagram of driving torque adjustment according to an embodiment is shown in FIG, wherein the left diagram shows the driving torque of each wheel before adjustment, and the right diagram shows the driving torque of each wheel after adjustment.

[0085] In one embodiment, the driving torque on the inner-turning rear wheel is reduced by a first adjustment amount at a first rate, and the reduced first adjustment amount is distributed to the inner-turning front wheel and the outer-turning front wheel, and the driving torque distributed to the outer-turning front wheel is greater than the driving torque distributed to the inner-turning front wheel. For example, a first percentage of the first adjustment amount (for example, 80%) is distributed to the outer-turning front wheel, and a second percentage of the first adjustment amount (the second percentage is equal to 1 minus the first percentage, for example, 20%) is distributed to the inner-turning front wheel. And in this wheel adjustment, the outer-turning front wheel increases the first percentage of the first adjustment amount at the first percentage of the first rate, and the inner-turning front wheel increases the second percentage of the first adjustment amount at the second percentage of the first rate. In Figure 4C Schematic diagram of driving torque adjustment according to an embodiment is shown in FIG, wherein the left diagram shows the driving torque of each wheel before adjustment, and the right diagram shows the driving torque of each wheel after adjustment.

[0086] In one embodiment, the driving torque on the inner-steering rear wheel is reduced by a first adjustment amount at a first rate, and a portion of the reduced first adjustment amount is allocated to the outer-steering rear wheel, and the other portion is allocated to the outer-steering front wheel. For example, a first percentage of the first adjustment amount (e.g., 80%) is allocated to the outer-steering rear wheel, and a second percentage of the first adjustment amount (the second percentage is equal to 1 minus the first percentage, e.g., 20%) is allocated to the outer-steering front wheel. And in this wheel adjustment, the outer-steering rear wheel increases the first percentage of the first adjustment amount at a first percentage of the first rate, and the outer-steering front wheel increases the second percentage of the first adjustment amount at a second percentage of the first rate. In Figure 4D Schematic diagram of driving torque adjustment according to an embodiment is shown in FIG, wherein the left diagram shows the driving torque of each wheel before adjustment, and the right diagram shows the driving torque of each wheel after adjustment.

[0087] In one embodiment, the driving torque on the inner-turning rear wheel is reduced by a first adjustment amount at a first rate, and a portion of the reduced first adjustment amount is allocated to the outer-turning rear wheel, and the other portion is allocated to the inner-turning front wheel. For example, a first percentage of the first adjustment amount (e.g., 80%) is allocated to the outer-turning rear wheel, and a second percentage of the first adjustment amount (the second percentage is equal to 1 minus the first percentage, e.g., 20%) is allocated to the inner-turning front wheel. And in this wheel adjustment, the outer-turning rear wheel increases the first percentage of the first adjustment amount at a first percentage of the first rate, and the inner-turning front wheel increases the second percentage of the first adjustment amount at a second percentage of the first rate. In Figure 4E Schematic diagram of driving torque adjustment according to an embodiment is shown in FIG, wherein the left diagram shows the driving torque of each wheel before adjustment, and the right diagram shows the driving torque of each wheel after adjustment.

[0088] In one embodiment, the driving torque on the inner-turning rear wheel is reduced by a first adjustment amount at a first rate, and a portion of the reduced first adjustment amount is allocated to the outer-turning rear wheel, and the other portion is allocated to the outer-turning front wheel and the inner-turning front wheel. For example, a first percentage of the first adjustment amount (for example, 80%) is allocated to the outer-turning rear wheel, and a second percentage of the first adjustment amount (the second percentage is equal to 1 minus the first percentage, for example, 20%) is equally allocated to the outer-turning front wheel and the inner-turning front wheel. And in this wheel adjustment, the outer-turning rear wheel increases the first percentage of the first adjustment amount at the first percentage of the first rate, and the outer-turning front wheel and the inner-turning front wheel both increase half of the second percentage of the first adjustment amount at half of the second percentage of the first rate. In Figure 4F Schematic diagram of driving torque adjustment according to an embodiment is shown in FIG, wherein the left diagram shows the driving torque of each wheel before adjustment, and the right diagram shows the driving torque of each wheel after adjustment.

[0089] In the implementation of the second aspect (block 2082), i.e., in the second adjustment, the adjustment module 24 reduces the driving torque of the inner-turning front wheel and the inner-turning rear wheel according to the driving torque adjustment amount determined in block 206, and adds the reduced driving torque to at least one of the outer-turning front wheel and the outer-turning rear wheel. For clarity, the following describes multiple embodiments of this implementation using the driving torque adjustment amount determined in block 206 as the first adjustment amount. It should be understood that other amounts of driving torque can be implemented in a similar manner and are not described in detail herein.

[0090] In one embodiment, the driving torque on the inner-steering rear wheel and the driving torque on the inner-steering front wheel are both reduced by half of the first adjustment amount at half of the first rate, and the reduced first adjustment amount is entirely distributed to the outer-steering rear wheel, so that the driving torque on the outer-steering rear wheel increases by the first adjustment amount at the first rate. Figure 5A Schematic diagram of driving torque adjustment according to an embodiment is shown in FIG, wherein the left diagram shows the driving torque of each wheel before adjustment, and the right diagram shows the driving torque of each wheel after adjustment.

[0091] In one embodiment, the driving torque on the inner rear wheel and the driving torque on the inner front wheel are both reduced by half of the first adjustment amount at half of the first rate, and the reduced first adjustment amount is entirely distributed to the outer front wheel, so that the driving torque on the outer front wheel increases by the first adjustment amount at the first rate. Figure 5B Schematic diagram of driving torque adjustment according to an embodiment is shown in FIG, wherein the left diagram shows the driving torque of each wheel before adjustment, and the right diagram shows the driving torque of each wheel after adjustment.

[0092] In one embodiment, the driving torque on the inner-turning rear wheel and the driving torque on the inner-turning front wheel are both reduced by half of the first adjustment amount at half of the first rate, and the reduced first adjustment amount is equally distributed to the outer-turning front wheel and the outer-turning rear wheel, so that the driving torque on the outer-turning front wheel increases by half of the first adjustment amount at half of the first rate, and the driving torque on the outer-turning rear wheel increases by half of the first adjustment amount at half of the first rate. Figure 5C Schematic diagram of driving torque adjustment according to an embodiment is shown in FIG, wherein the left diagram shows the driving torque of each wheel before adjustment, and the right diagram shows the driving torque of each wheel after adjustment.

[0093] In one embodiment, the driving torque on the inner-turning rear wheel and the driving torque on the inner-turning front wheel are both reduced by half of the first adjustment amount at half of the first rate, and a portion of the reduced first adjustment amount is allocated to the outer-turning front wheel, and the other portion is allocated to the outer-turning rear wheel. For example, a first percentage of the first adjustment amount (for example, 80%) is allocated to the outer-turning front wheel, and a second percentage of the first adjustment amount (the second percentage is equal to 1 minus the first percentage, for example, 20%) is allocated to the outer-turning rear wheel. And in this wheel adjustment, the outer-turning front wheel increases the first percentage of the first adjustment amount at the first percentage of the first rate, and the outer-turning rear wheel increases the second percentage of the first adjustment amount at the second percentage of the first rate. In Figure 5D Schematic diagram of driving torque adjustment according to an embodiment is shown in FIG, wherein the left diagram shows the driving torque of each wheel before adjustment, and the right diagram shows the driving torque of each wheel after adjustment.

[0094] In one embodiment, the driving torque on the inner rear wheel is reduced by a first percentage of the first adjustment amount at a first percentage of the first rate (e.g., 80%), the driving torque on the inner front wheel is reduced by a second percentage of the first adjustment amount at a second percentage of the first rate (the second percentage is equal to 1 minus the first percentage, e.g., 20%), and the reduced first adjustment amount is equally distributed to the outer front wheel and the outer rear wheel, so that the driving torque on the outer front wheel and the outer rear wheel are both increased by half of the first adjustment amount at half of the first rate. Figure 5E Schematic diagram of driving torque adjustment according to an embodiment is shown in FIG, wherein the left diagram shows the driving torque of each wheel before adjustment, and the right diagram shows the driving torque of each wheel after adjustment.

[0095] In one embodiment, the driving torque on the inner-steering rear wheel is reduced by a first percentage of the first adjustment amount at a first percentage of the first rate (for example, 80%), the driving torque on the inner-steering front wheel is reduced by a second percentage of the first adjustment amount at a second percentage of the first rate (the second percentage is equal to 1 minus the first percentage, for example, 20%), the first percentage of the first adjustment amount (for example, 80%) is allocated to the outer-steering front wheel, and the second percentage of the first adjustment amount is allocated to the outer-steering rear wheel. And in this wheel adjustment, the outer-steering front wheel increases the first percentage of the first adjustment amount at the first percentage of the first rate, and the outer-steering rear wheel increases the second percentage of the first adjustment amount at the second percentage of the first rate. Figure 5F Schematic diagram of driving torque adjustment according to an embodiment is shown in FIG, wherein the left diagram shows the driving torque of each wheel before adjustment, and the right diagram shows the driving torque of each wheel after adjustment.

[0096] In the embodiments of the first and second aspects described above, the adjustment module 24 can adjust the first and second percentages based on the current steering scenario and the user's customized requirements. For example, the first and second percentages can be set to achieve a reduction in the turning radius at a specific steering wheel angle. The first and second percentages can also be adjusted based on different driving assistance styles selected by the vehicle user (e.g., comfort / sport / economy).

[0097] In the implementation of the third aspect (box 2083), that is, in the third adjustment, the adjustment module 24 reduces the driving torque on the inner-turning rear wheel, the outer-turning rear wheel and the inner-turning front wheel according to the driving torque adjustment amount determined in box 206, and distributes the reduced driving torque to the outer-turning front wheel.

[0098] In one embodiment, the driving torque on the inner-turning rear wheel, the outer-turning rear wheel, and the inner-turning front wheel is reduced equally. Specifically, the driving torque on the inner-turning rear wheel, the outer-turning rear wheel, and the inner-turning front wheel is reduced by one-third of the first adjustment amount at one-third of the first rate, and the reduced driving torque is distributed to the outer-turning front wheel so that the driving torque on the outer-turning front wheel increases by the first adjustment amount at the first rate.

[0099] In one embodiment, the driving torque on the inner rear wheel, the outer rear wheel, and the inner front wheel is reduced by respective predetermined percentages. Specifically, the inner rear wheel is reduced by a first percentage of a first adjustment amount at a first rate; the outer rear wheel is reduced by a second percentage of the first adjustment amount at a second rate; and the inner front wheel is reduced by a third percentage of the first adjustment amount at a third rate. The values ​​of the first, second, and third percentages are all between 0 and 1, the sum of the first and third percentages is greater than the second percentage, and the sum of the first, second, and third percentages is 1. Furthermore, the driving torque on the outer front wheel is increased by a first adjustment amount at a first rate.

[0100] In the implementation of the fourth aspect (block 2084), i.e., in the fourth adjustment, the adjustment module 24 reduces the driving torque of the inner front wheel according to the driving torque adjustment amount determined in block 206, and distributes the reduced driving torque to at least one of the outer rear wheel, the inner rear wheel, and the outer front wheel. For clarity, the following describes multiple embodiments of this implementation using the driving torque adjustment amount determined in block 206 as the first adjustment amount as an example. It should be understood that other amounts of driving torque can be implemented in a similar manner and are not described in detail herein.

[0101] The following describes some embodiments of the fourth regulation. The embodiments of the fourth regulation are similar to the corresponding embodiments of the first regulation, so these embodiments should be clearly expressed through textual description without the need for illustrations.

[0102] In one embodiment, the driving torque on the inner front wheel is reduced by a first adjustment amount at a first rate, and the reduced first adjustment amount is all distributed to the outer rear wheel or the outer front wheel, so that the driving torque on the outer rear wheel or the outer front wheel is increased by a first adjustment amount at a first rate.

[0103] In one embodiment, the driving torque on the inner front wheel is reduced by a first adjustment amount at a first rate, and the reduced first adjustment amount is equally distributed to the outer front wheel and the inner rear wheel, so that the outer front wheel and the outer rear wheel are both increased by half of the first adjustment amount at 50% of the first rate.

[0104] In one embodiment, the driving torque on the inner front wheel is reduced by a first adjustment amount at a first rate, and the reduced first adjustment amount is distributed to the inner rear wheel and the outer rear wheel, and the driving torque distributed to the outer rear wheel is greater than the driving torque distributed to the inner rear wheel. For example, a first percentage (e.g., 80%) of the first adjustment amount is distributed to the outer rear wheel, and a second percentage (the second percentage is equal to 1 minus the first percentage, e.g., 20%) of the first adjustment amount is distributed to the inner rear wheel. Furthermore, during the current wheel adjustment, the outer rear wheel increases the first percentage of the first adjustment amount at a first percentage of the first rate, and the inner rear wheel increases the second percentage of the first adjustment amount at a second percentage of the first rate.

[0105] In one embodiment, the driving torque on the inner front wheel is reduced by a first adjustment amount at a first rate, and a portion of the reduced first adjustment amount is allocated to the outer rear wheel, while the other portion is allocated to the outer front wheel. For example, a first percentage (e.g., 80%) of the first adjustment amount is allocated to the outer rear wheel, and a second percentage (the second percentage is equal to 1 minus the first percentage, e.g., 20%) of the first adjustment amount is allocated to the outer front wheel. Furthermore, during the current wheel adjustment, the outer rear wheel increases the first percentage of the first adjustment amount at a first percentage of the first rate, and the outer front wheel increases the second percentage of the first adjustment amount at a second percentage of the first rate.

[0106] In one embodiment, the driving torque on the inner front wheel is reduced by a first adjustment amount at a first rate, and a portion of the reduced first adjustment amount is allocated to the outer rear wheel, and the other portion is allocated to the outer front wheel and the inner rear wheel. For example, a first percentage (e.g., 80%) of the first adjustment amount is allocated to the outer rear wheel, and a second percentage (the second percentage is equal to 1 minus the first percentage, e.g., 20%) of the first adjustment amount is equally allocated to the outer front wheel and the inner rear wheel. Furthermore, during the current wheel adjustment, the outer rear wheel increases the first percentage of the first adjustment amount at the first percentage of the first rate, and the outer front wheel and the inner rear wheel each increase the first percentage of the first adjustment amount at half the second percentage of the first rate.

[0107] In the implementation of the fifth aspect (block 2085), i.e., in the fifth adjustment, the adjustment module 24 reduces the driving torque of the inner and outer rear wheels according to the driving torque adjustment amount determined in block 206, and distributes the reduced driving torque to at least one of the inner and outer front wheels. For clarity, the following describes multiple embodiments of this implementation using the first adjustment amount as an example in which the driving torque adjustment amount determined in block 206 is the driving torque adjustment amount. It should be understood that other amounts of driving torque can be implemented in a similar manner and will not be described in detail herein.

[0108] The following describes some embodiments of the fifth adjustment. The embodiments of the fifth adjustment are similar to the corresponding embodiments of the second adjustment, so these embodiments should be clearly expressed through textual description without the need for illustrations.

[0109] In one embodiment, the driving torque on the inner-steering rear wheel and the driving torque on the outer-steering rear wheel are both reduced by half of the first adjustment amount at half of the first rate, and the reduced first adjustment amount is entirely distributed to the outer-steering front wheel so that the driving torque on the outer-steering front wheel increases by the first adjustment amount at the first rate.

[0110] In one embodiment, the driving torque on the inner-turning rear wheel and the driving torque on the outer-turning rear wheel are both reduced by half of a first adjustment amount at half of a first rate, and a portion of the reduced first adjustment amount is allocated to the outer-turning front wheel, and the other portion is allocated to the inner-turning front wheel, and the driving torque allocated to the outer-turning front wheel is greater than the driving torque allocated to the inner-turning front wheel. For example, a first percentage (e.g., 80%) of the first adjustment amount is allocated to the outer-turning front wheel, and a second percentage (the second percentage is equal to 1 minus the first percentage, e.g., 20%) of the first adjustment amount is allocated to the inner-turning front wheel. Furthermore, during the current wheel adjustment, the outer-turning front wheel increases the first percentage of the first adjustment amount at the first percentage of the first rate, and the inner-turning front wheel increases the second percentage of the first adjustment amount at the second percentage of the first rate.

[0111] In one embodiment, the driving torque on the inner rear wheel is reduced by a first percentage of a first adjustment amount at a first percentage of a first rate (e.g., 80%), the driving torque on the outer rear wheel is reduced by a second percentage of the first adjustment amount at a second percentage of the first rate (the second percentage is equal to 1 minus the first percentage, e.g., 20%), the first percentage of the first adjustment amount (e.g., 80%) is allocated to the outer front wheel, and the second percentage of the first adjustment amount is allocated to the inner front wheel. Furthermore, in the current wheel adjustment, the outer front wheel increases by a first percentage of the first adjustment amount at a first percentage of the first rate, and the inner front wheel increases by a second percentage of the first adjustment amount at a second percentage of the first rate.

[0112] In the implementation of the sixth aspect (block 2086), i.e., in the sixth adjustment, the adjustment module 24 reduces the driving torque of the inner-turning front wheel and the outer-turning front wheel according to the driving torque adjustment amount determined in block 206, and distributes the reduced driving torque to at least one of the inner-turning rear wheel and the outer-turning rear wheel. For clarity, the following describes multiple embodiments of this implementation using the first adjustment amount as an example in which the driving torque adjustment amount determined in block 206 is determined. It should be understood that other amounts of driving torque can be implemented in a similar manner and will not be described in detail herein.

[0113] The following describes some embodiments of the sixth regulation. The embodiments of the sixth regulation are similar to the corresponding embodiments of the second regulation, so these embodiments should be clearly expressed through textual description without the need for illustrations.

[0114] In one embodiment, the driving torque on the inner front wheel and the driving torque on the outer front wheel are both reduced by half of the first adjustment amount at half of the first rate, and the reduced first adjustment amount is entirely distributed to the outer rear wheel so that the driving torque on the outer rear wheel is increased by the first adjustment amount at the first rate.

[0115] In one embodiment, the driving torque on the inner front wheel and the driving torque on the outer front wheel are both reduced by half of the first adjustment amount at half of the first rate, and a portion of the reduced first adjustment amount is allocated to the outer rear wheel and the other portion is allocated to the inner rear wheel, and the driving torque allocated to the outer rear wheel is greater than the driving torque allocated to the inner rear wheel. For example, a first percentage (e.g., 80%) of the first adjustment amount is allocated to the outer rear wheel, and a second percentage (the second percentage is equal to 1 minus the first percentage, e.g., 20%) of the first adjustment amount is allocated to the inner rear wheel. Furthermore, during the current wheel adjustment, the outer rear wheel increases the first percentage of the first adjustment amount at the first percentage of the first rate, and the inner rear wheel increases the second percentage of the first adjustment amount at the second percentage of the first rate.

[0116] In one embodiment, the driving torque on the outer front wheel is reduced by a first percentage of a first adjustment amount at a first percentage of a first rate (e.g., 80%), the driving torque on the inner front wheel is reduced by a second percentage of the first adjustment amount at a second percentage of the first rate (the second percentage is equal to 1 minus the first percentage, e.g., 20%), the first percentage of the first adjustment amount (e.g., 80%) is allocated to the outer rear wheel, and the second percentage of the first adjustment amount is allocated to the inner rear wheel. Furthermore, in the current wheel adjustment, the outer rear wheel is increased by a first percentage of the first adjustment amount at a first percentage of the first rate, and the inner rear wheel is increased by a second percentage of the first adjustment amount at a second percentage of the first rate.

[0117] In the implementation of the seventh aspect (block 2087), i.e., in the seventh adjustment, the adjustment module 24 reduces the driving torque of the inner-turning front wheel and the outer-turning rear wheel according to the driving torque adjustment amount determined in block 206, and distributes the reduced driving torque to at least one of the inner-turning rear wheel and the outer-turning front wheel. For clarity, the following describes multiple embodiments of this implementation using the driving torque adjustment amount determined in block 206 as the first adjustment amount as an example. It should be understood that other amounts of driving torque can be implemented in a similar manner and are not described in detail herein.

[0118] The embodiments of the sixth adjustment are similar to the corresponding embodiments of the second adjustment, so these embodiments should be clearly expressed through textual description without the need for illustrations.

[0119] In one embodiment, the driving torque on the inner-steering front wheel and the outer-steering rear wheel is reduced by half of the first adjustment amount at half of the first rate, and the reduced first adjustment amount is entirely distributed to the outer-steering front wheel so that the driving torque on the outer-steering front wheel is increased by the first adjustment amount at the first rate.

[0120] In one embodiment, the driving torque on the inner-turning front wheel and the outer-turning rear wheel is reduced by half of the first adjustment amount at half of the first rate, and a portion of the reduced first adjustment amount is allocated to the outer-turning front wheel and the other portion is allocated to the inner-turning rear wheel, and the driving torque allocated to the outer-turning front wheel is greater than the driving torque allocated to the inner-turning rear wheel. For example, a first percentage (e.g., 80%) of the first adjustment amount is allocated to the outer-turning front wheel, and a second percentage (the second percentage is equal to 1 minus the first percentage, e.g., 20%) of the first adjustment amount is allocated to the inner-turning rear wheel. Furthermore, during the current wheel adjustment, the outer-turning front wheel increases the first percentage of the first adjustment amount at the first percentage of the first rate, and the inner-turning rear wheel increases the second percentage of the first adjustment amount at the second percentage of the first rate.

[0121] In one embodiment, the driving torque on the inner front wheel is reduced by a first percentage of a first adjustment amount at a first percentage of a first rate (e.g., 80%), the driving torque on the outer rear wheel is reduced by a second percentage of the first adjustment amount at a second percentage of the first rate (the second percentage is equal to 1 minus the first percentage, e.g., 20%), the first percentage of the first adjustment amount (e.g., 80%) is allocated to the outer front wheel, and the second percentage of the first adjustment amount is allocated to the inner rear wheel. Furthermore, in the current wheel adjustment, the outer front wheel is increased by a first percentage of the first adjustment amount at a first percentage of the first rate, and the inner rear wheel is increased by a second percentage of the first adjustment amount at a second percentage of the first rate.

[0122] In the implementation of the eighth aspect (block 2088), i.e., in the eighth adjustment, the adjustment module 24 reduces the driving torque of the inner-turning rear wheel and the outer-turning front wheel according to the driving torque adjustment amount determined in block 206, and distributes the reduced driving torque to at least one of the inner-turning front wheel and the outer-turning rear wheel. For clarity, the following describes multiple embodiments of this implementation using the driving torque adjustment amount determined in block 206 as the first adjustment amount. It should be understood that other amounts of driving torque can be implemented in a similar manner and are not described in detail herein.

[0123] The following describes some embodiments of the eighth adjustment. The embodiments of the eighth adjustment are similar to the corresponding embodiments of the second adjustment, so these embodiments should be clearly expressed through textual description without the need for illustrations.

[0124] In one embodiment, the driving torque on the inner-steered rear wheel and the outer-steered front wheel is reduced by half of the first adjustment amount at half of the first rate, and the reduced first adjustment amount is entirely distributed to the outer-steered rear wheel so that the driving torque on the outer-steered rear wheel is increased by the first adjustment amount at the first rate.

[0125] In one embodiment, the driving torque on both the inner-turning rear wheel and the outer-turning front wheel is reduced by half of a first adjustment amount at half of a first rate, and a portion of the reduced first adjustment amount is allocated to the outer-turning rear wheel and the other portion is allocated to the inner-turning front wheel, and the driving torque allocated to the outer-turning rear wheel is greater than the driving torque allocated to the inner-turning front wheel. For example, a first percentage (e.g., 80%) of the first adjustment amount is allocated to the outer-turning rear wheel, and a second percentage (the second percentage is equal to 1 minus the first percentage, e.g., 20%) of the first adjustment amount is allocated to the inner-turning front wheel. Furthermore, during the current wheel adjustment, the outer-turning rear wheel increases the first percentage of the first adjustment amount at the first percentage of the first rate, and the inner-turning front wheel increases the second percentage of the first adjustment amount at the second percentage of the first rate.

[0126] In one embodiment, the driving torque on the inner rear wheel is reduced by a first percentage of a first adjustment amount at a first percentage of a first rate (e.g., 80%), the driving torque on the outer front wheel is reduced by a second percentage of the first adjustment amount at a second percentage of the first rate (the second percentage is equal to 1 minus the first percentage, e.g., 20%), the first percentage of the first adjustment amount (e.g., 80%) is allocated to the outer rear wheel, and the second percentage of the first adjustment amount is allocated to the inner front wheel. Furthermore, in the current wheel adjustment, the outer rear wheel increases by a first percentage of the first adjustment amount at a first percentage of the first rate, and the inner front wheel increases by a second percentage of the first adjustment amount at a second percentage of the first rate.

[0127] In the implementation of the ninth aspect (block 2089), i.e., in the ninth adjustment, the adjustment module 24 reduces the driving torque on the inner-turning rear wheel, the outer-turning front wheel, and the inner-turning front wheel according to the driving torque adjustment amount determined in block 206, and distributes the reduced driving torque to the outer-turning rear wheel, wherein the reduction amount on the outer-turning front wheel is less than the sum of the reduction amounts on the driving torque on the inner-turning rear wheel and the inner-turning front wheel. For clarity, the following describes multiple embodiments of this implementation using the driving torque adjustment amount determined in block 206 as the first adjustment amount as an example. It should be understood that other amounts of driving torque can be implemented in a similar manner and are not described in detail herein.

[0128] In one embodiment, the driving torque on the inner-turning rear wheel, the outer-turning front wheel, and the inner-turning front wheel is reduced equally. Specifically, the driving torque on the inner-turning rear wheel, the outer-turning front wheel, and the inner-turning front wheel is reduced by one-third of the first adjustment amount at one-third of the first rate, and the reduced driving torque is distributed to the outer-turning rear wheel so that the driving torque on the outer-turning rear wheel increases by the first adjustment amount at the first rate.

[0129] In one embodiment, the driving torque on the inner rear wheel, the outer front wheel, and the inner front wheel are each reduced by a predetermined percentage. Specifically, the inner rear wheel is reduced by a first percentage of a first adjustment amount at a first rate; the outer front wheel is reduced by a second percentage of the first adjustment amount at a second rate; and the inner front wheel is reduced by a third percentage of the first adjustment amount at a third rate. The values ​​of the first, second, and third percentages are all between 0 and 1, the sum of the first and third percentages is greater than the second percentage, and the sum of the first, second, and third percentages is 1. The driving torque on the outer rear wheel is increased by a first adjustment amount at a first rate.

[0130] In each of the above embodiments, the effect of adjusting the turning radius of the vehicle can be achieved. For example, in each of the above embodiments, the turning radius can be reduced to different degrees and / or at different rates.

[0131] It should be noted that the change in the driving torque on the two front wheels is the same (including the driving torque of the two front wheels is unchanged and increases or decreases at the same speed), and the front axle can be implemented as a single motor ( Figure 1C ) or dual motors ( Figure 1A ); The driving torque on the two front wheels changes differently (including the driving torque of one front wheel changes while the driving torque of the other front wheel remains unchanged, increasing or decreasing at different speeds), the front axle needs to be implemented as a dual motor ( Figure 1A Similarly, the change in the driving torque on the two wheels of the rear axle is the same (including the driving torque of the two rear wheels being unchanged and increasing or decreasing at the same speed), and the rear axle can be implemented as a single motor ( Figure 1B ) or dual motor ( Figure 1A ); The changes in the driving torque on the two rear wheels are different (including the driving torque of one rear wheel changing while the driving torque of the other rear wheel remains unchanged, increasing or decreasing at different speeds), the rear axle needs to be implemented as a dual motor ( Figure 1A ).

[0132] According to an embodiment of the present invention, the process of adjusting torque distribution among multiple wheels also includes a feedforward control scheme for preventing wheel reversal. The advantage of implementing feedforward control is that it can execute appropriate control measures to prevent reversal when the risk of vehicle reversal is predicted, rather than taking measures after reversal occurs.

[0133] Figure 6 FIG. 6 is a flow chart of a method 600 for preventing wheel reversal according to an embodiment of the present invention. The method 600 may be executed by the anti-reversal module 25 .

[0134] See also Figure 6At block 602, the anti-reverse module 25 detects whether the driving torque on each inner-turning wheel (including the inner-turning front wheel and the inner-turning rear wheel) is negative. This is because negative torque may occur when the driving torque on the inner-turning wheel is decreasing. Once negative torque occurs, the wheel speed will decrease, gradually reaching zero, or even reverse.

[0135] In block 604 , when it is detected that the driving torque of at least one inner-turning wheel is negative, the anti-reversal module 25 determines whether there is a reversal risk for the wheel according to whether the wheel speed is less than a wheel speed threshold.

[0136] The wheel speed threshold is a pre-set minimum wheel speed value. When the wheel speed is less than the threshold, it means that the wheel speed is approaching 0kph and there is a risk of reverse rotation. When the wheel speed is greater than or equal to the threshold, it means that the wheel still has a certain forward speed and the risk of reverse rotation is temporarily eliminated.

[0137] If it is determined that there is a risk of reverse rotation, the process proceeds to block 606. In block 606, the anti-reverse module 25 distributes a predetermined percentage of the negative torque of the wheel originally realized by the drive motor to the hydraulic system of the vehicle, so as to realize the portion of the negative torque by hydraulic braking.

[0138] In one embodiment, the anti-reverse module 25 dynamically adjusts the predetermined percentage based on the difference between the wheel speed and 0 kph, and the smaller the difference, the larger the predetermined percentage. In other words, the closer the wheel speed is to 0 kph, the larger the negative torque portion implemented by the hydraulic system.

[0139] If it is determined that there is no reversal risk, the process returns to block 604 and the anti-reversal module 25 continues to monitor whether there will be a reversal risk according to the wheel speed.

[0140] According to an embodiment of the present invention, the process of adjusting torque distribution among multiple wheels also includes a technical solution for monitoring steering stability. The advantage of this solution is that if steering stability is low, the steering assistance level is reduced (for example, by adjusting the driving torque in the opposite direction) to prevent the vehicle from losing control during steering, thereby ensuring driving safety.

[0141] Figure 7 FIG. 7 is a flow chart of a method 700 for controlling vehicle steering stability according to an embodiment of the present invention. The method 700 may be executed by the stability detection module 26 .

[0142] See also Figure 7 In block 702 , the stability detection module 26 monitors the vehicle's steering state parameters in real time. The steering state parameters include the slip rate of each wheel and the vehicle body's yaw rate.

[0143] At block 704 , the stability detection module 26 calculates a stability factor representing the degree of vehicle steering stability based on the steering state parameters. A larger value of the stability factor indicates a higher degree of vehicle steering stability.

[0144] An embodiment of calculating the stability factor based on the slip rate of each wheel and the yaw rate of the vehicle body is given below.

[0145] In one embodiment, it is assumed that the actual slip rates of the respective wheels are: the actual slip rate of the left front wheel (FL) is λ1; the actual slip rate of the right front wheel (FR) is λ2; the actual slip rate of the left rear wheel (RL) is λ3; the actual slip rate of the right rear wheel (RR) is λ4; the actual measured value of the vehicle body yaw rate is γ; and the reference yaw rate calculated based on the actual slip rates of the respective wheels and using the vehicle dynamics model is γ_ref. The steering assist device 20 calculates the stability factor according to the following formulas (1) and (2):

[0146] SF=1-k·Δγ (1)

[0147]

[0148] Where SF represents the stability factor, Δγ represents the yaw rate deviation, and k is a sensitivity coefficient, where k≥1, for amplifying the effect of the yaw rate deviation. The stability detection module 26 can adjust the sensitivity of triggering the stability control function by adjusting the value of the coefficient k.

[0149] At block 706 , the stability detection module 26 determines whether the stability factor is less than a stability factor threshold.

[0150] If it is determined that the stability factor is less than the stability factor threshold, meaning the degree of steering stability is low, the method proceeds to block 708 .

[0151] At block 708 , the adjustment module 24 adjusts the drive torque split in a direction opposite to the current adjustment at a predetermined reverse adjustment rate.

[0152] For clarity, see Figure 4A To illustrate the definition of "reverse regulation". Assume that the current driving torque regulation is Figure 4A The regulation mode shown is to transfer the driving torque from the inner rear wheel to the outer rear wheel. In this case, "reverse regulation" means transferring part of the driving torque from the outer rear wheel back to the inner rear wheel, for example, transferring 200NM of driving torque from the outer rear wheel back to the inner rear wheel at a predetermined reverse regulation rate.

[0153] If it is determined that the stability factor is greater than or equal to the stability factor threshold, it means that the steering stability is high and no reverse adjustment is required. At this time, the process returns to block 704, and the stability detection module 26 continues to calculate the stability factor and performs steering stability judgment based on the newly calculated stability factor.

[0154] It should be noted that all operations in the method described above are merely exemplary, and the present invention is not limited to any operation in the method or the order of these operations, but should cover all other equivalent transformations under the same or similar concept.

[0155] According to an embodiment of the present invention, a steering assist device for a vehicle is further provided, comprising: one or more memories and one or more processors. The one or more memories store executable instructions that, when executed by the one or more processors, cause the one or more processors to perform methods 200, 600, and 700 described above.

[0156] According to an embodiment of the present invention, a computer program product is further provided, which includes executable instructions. When the computer program product is executed by one or more processors, the computer program product causes the one or more processors to perform the methods 200, 600, and 700 described above.

[0157] According to an embodiment of the present invention, a machine-readable storage medium is further provided, which stores executable instructions. When the machine-readable storage medium is executed by one or more processors, the one or more processors execute the methods 200, 600 and 700 described above.

[0158] It should be noted that the processor may be any combination of one or more of the following: a suitable central processing unit, CPU, multiprocessor, single-chip microcomputer, digital signal processor, DSP, application-specific integrated circuit, etc., capable of executing software instructions of a computer program stored in the memory. Therefore, the memory may be considered to be part of or form part of the computer program product. The processor may be configured to execute the computer program stored therein to cause the controller to perform the required steps.

[0159] It should be noted that software should be broadly considered to mean instructions, instruction sets, codes, code segments, program codes, programs, subroutines, software modules, applications, software applications, software packages, routines, subroutines, objects, running threads, processes, functions, etc. Software can reside in a computer-readable medium. A computer-readable medium can include, for example, a memory, which can be, for example, a magnetic storage device (e.g., a hard disk, a floppy disk, a magnetic stripe), an optical disk, a smart card, a flash memory device, a random access memory (RAM), a read-only memory (ROM), a programmable ROM (PROM), an erasable PROM (EPROM), an electrically erasable PROM (EEPROM), a register, or a removable disk. Although the memory is shown as being separate from the processor in various aspects provided herein, the memory can also be located inside the processor (e.g., a cache or register).

[0160] The above description is provided to enable any person skilled in the art to implement the various aspects described herein. Various modifications to these aspects will be apparent to those skilled in the art, and the general principles defined herein may be applied to other aspects. Therefore, the claims are not intended to be limited to the aspects shown herein. All structural and functional equivalents of the elements of the various aspects described herein that are known or to be known to those skilled in the art are expressly incorporated herein by reference and are intended to be covered by the claims.

Claims

1. A steering assist method for a vehicle, comprising: During vehicle steering, monitor the steering wheel angle; Based on the monitored change in steering wheel angle over time, determining whether the steering intention of the driver or the driving assistance system is to reduce the turning radius; determining, when it is determined that the steering intention is to reduce the turning radius and the current steering wheel angle reaches one of a plurality of preset steering wheel angles, a driving torque adjustment amount corresponding to the current preset steering wheel angle based on a mapping relationship between the preset steering wheel angles and the driving torque adjustment amount; as well as According to the driving torque adjustment amount, the driving torque distribution among the multiple wheels is adjusted by controlling the driving motor of the vehicle, The adjustment of the driving torque distribution includes adjusting the driving torque distribution by one of the following adjustment methods: - a first adjustment: reducing the driving torque of the inner-steering rear wheel according to the driving torque adjustment amount, and distributing the reduced driving torque to at least one of the outer-steering rear wheel, the inner-steering front wheel, and the outer-steering front wheel; - second adjustment: reducing the driving torque on the inner turning front wheel and the inner turning rear wheel according to the driving torque adjustment amount, and distributing the reduced driving torque to at least one of the outer turning front wheel and the outer turning rear wheel; - a third adjustment: reducing the driving torque on the inner-turning rear wheel, the outer-turning rear wheel, and the inner-turning front wheel according to the driving torque adjustment amount, and distributing the reduced driving torque to the outer-turning front wheel; - a fourth adjustment: reducing the driving torque of the inner-steering front wheel according to the driving torque adjustment amount, and distributing the reduced driving torque to at least one of the outer-steering rear wheel, the inner-steering rear wheel, and the outer-steering front wheel; - a fifth adjustment: reducing the driving torque of the inner-turning rear wheel and the outer-turning rear wheel according to the driving torque adjustment amount, and distributing the reduced driving torque to at least one of the inner-turning front wheel and the outer-turning front wheel; - a sixth adjustment: reducing the driving torque of the inner-turning front wheel and the outer-turning front wheel according to the driving torque adjustment amount, and distributing the reduced driving torque to at least one of the inner-turning rear wheel and the outer-turning rear wheel; - a seventh adjustment: reducing the driving torque of the inner-turning front wheel and the outer-turning rear wheel according to the driving torque adjustment amount, and distributing the reduced driving torque to at least one of the inner-turning rear wheel and the outer-turning front wheel; - an eighth adjustment: reducing the driving torque of the inner-turning rear wheel and the outer-turning front wheel according to the driving torque adjustment amount, and distributing the reduced driving torque to at least one of the inner-turning front wheel and the outer-turning rear wheel; Ninth adjustment: reducing the driving torque on the inner-turning rear wheel, the outer-turning front wheel, and the inner-turning front wheel according to the driving torque adjustment amount, and distributing the reduced driving torque to the outer-turning rear wheel.

2. The steering assist method according to claim 1, wherein: The mapping relationship between the steering wheel angle and the driving torque adjustment amount includes: a one-to-one correspondence between a plurality of preset steering wheel angles that increase in sequence and a plurality of driving torque adjustment amounts.

3. The steering assist method according to claim 2, wherein: During the process of gradually increasing the steering wheel angle, starting from reaching the first of the multiple preset steering wheel angles, each time one of the multiple preset steering wheel angles is reached, a round of drive torque adjustment is triggered to achieve a corresponding drive torque adjustment amount.

4. The steering assist method according to claim 2, wherein: The plurality of driving torque adjustment amounts increase in sequence.

5. The steering assist method according to claim 2, wherein: The mapping relationship further includes: a plurality of adjustment rates corresponding one-to-one to the plurality of preset steering wheel angles, each adjustment rate is used to achieve a corresponding driving torque adjustment amount, and the plurality of adjustment rates increase in sequence.

6. The steering assist method according to claim 1, wherein: In the first adjustment, the reduced drive torque is distributed entirely to the steered outer rear wheel.

7. The steering assist method according to claim 1, wherein: In the first adjustment, the reduced driving torque is distributed to the inner turning front wheel and the outer turning front wheel, and the driving torque distributed to the outer turning front wheel is greater than the driving torque distributed to the inner turning front wheel.

8. The steering assist method according to claim 1, wherein: In a first control, part of the reduced drive torque is distributed to the steered outer rear wheel and another part to the steered outer front wheel and / or to the steered inner front wheel.

9. The steering assist method according to claim 1, wherein: In the second adjustment, the reduced drive torque is distributed entirely to the outer rear wheel, or entirely to the outer front wheel.

10. The steering assist method according to claim 1, wherein: In the second adjustment, the reduced driving torque is distributed to the outside-turning front wheel and the outside-turning rear wheel, and the driving torque distributed to the outside-turning front wheel is greater than the driving torque distributed to the outside-turning rear wheel.

11. The steering assist method according to claim 1, wherein: In the second adjustment, the reduced driving torque is distributed to the outside-turning front wheel and the outside-turning rear wheel, and the driving torque distributed to the outside-turning front wheel is smaller than the driving torque distributed to the outside-turning rear wheel.

12. The steering assist method according to claim 1, wherein: In the third adjustment, the driving torque on the inner rear wheel is reduced by a first proportion of the driving torque adjustment amount; the driving torque on the outer rear wheel is reduced by a second proportion of the driving torque adjustment amount; and the driving torque on the inner front wheel is reduced by a third proportion of the driving torque adjustment amount, wherein the values ​​of the first, second and third proportions are all between 0 and 1, the sum of the first and third proportions is greater than the second ratio, and the sum of the first, second and third proportions is 1.

13. The steering assist method according to claim 1, wherein: In the fourth adjustment, the reduced drive torque is entirely distributed to the steering outer rear wheel.

14. The steering assist method according to claim 1, wherein: In the fifth adjustment, the reduced drive torque is distributed to the outer-turning front wheel and the inner-turning front wheel, and the drive torque distributed to the outer-turning front wheel is greater than the drive torque distributed to the inner-turning front wheel.

15. The steering assist method according to claim 1, wherein: In the sixth adjustment, the reduced driving torque is distributed to the inner turning rear wheel and the outer turning rear wheel, and the driving torque distributed to the outer turning rear wheel is greater than the driving torque distributed to the inner turning rear wheel.

16. The steering assist method according to claim 1, wherein: In the seventh adjustment, the driving torque on the inner-steering front wheel and the outer-steering rear wheel is reduced by half of the driving torque adjustment amount, and the reduced driving torque is entirely distributed to the outer-steering front wheel.

17. The steering assist method according to claim 1, wherein: In the eighth adjustment, the driving torque on the inner-steering rear wheel and the outer-steering front wheel is reduced by half of the driving torque adjustment amount, and the reduced driving torque is entirely distributed to the outer-steering rear wheel.

18. The steering assist method according to claim 1, wherein: In the ninth adjustment, the driving torque on the inner rear wheel is reduced by a first proportion of the driving torque adjustment amount; the driving torque on the outer front wheel is reduced by a second proportion of the driving torque adjustment amount; the driving torque on the inner front wheel is reduced by a third proportion of the driving torque adjustment amount, wherein the values ​​of the first, second and third proportions are all between 0-1, the sum of the first and third proportions is greater than the second ratio, and the sum of the first, second and third proportions is 1.

19. The steering assist method according to claim 1, wherein: When the driving torque of the inner-steering rear wheel or the inner-steering front wheel is reduced to negative torque, feedforward control is performed to prevent the inner-steering front wheel or the inner-steering rear wheel from reversing during braking.

20. The steering assist method according to claim 19, wherein: The feedforward control includes, for each of the inside-turned rear wheel and the inside-turned front wheel: Determining whether there is a risk of wheel reversal by detecting whether the wheel speed is less than a wheel speed threshold; and When it is determined that there is a risk of reversal of the wheel, a predetermined percentage of the negative torque of the wheel originally achieved by the drive motor is allocated to the hydraulic system of the vehicle so that the said portion of negative torque is achieved by hydraulic braking.

21. The steering assist method according to claim 20, wherein: The predetermined percentage is dynamically adjusted based on the difference between the wheel speed and 0 kph, and the smaller the difference is, the larger the predetermined percentage is.

22. The steering assist method according to claim 1, wherein: When adjusting the drive torque distribution: Monitoring vehicle steering parameters, including the slip rate of each wheel and the yaw rate of the vehicle body; Calculating a stability factor representing the degree of vehicle steering stability based on the steering state parameter; and When the calculated stability factor is less than the stability factor threshold, the drive torque distribution is adjusted in a direction opposite to the current adjustment at a predetermined reverse adjustment rate.

23. A vehicle system comprising: Multiple drive motors; as well as A steering assist device configured to execute the steering assist method according to any one of claims 1 to 19, so as to control the plurality of motors to achieve dynamic adjustment of the vehicle steering behavior based on the steering wheel angle.

24. The vehicle system of claim 23, wherein: The plurality of drive motors include three or four drive motors.

25. A steering assist device for a vehicle, comprising: a monitoring module configured to monitor a steering wheel angle during vehicle steering; a determination module configured to determine whether the steering intention of the driver or the driving assistance system is to reduce the turning radius based on the monitored change in the steering wheel angle over time; a determination module configured to, when it is determined that the steering intention is to reduce the turning radius and when it is monitored that the current steering wheel angle reaches one of a plurality of preset steering wheel angles, determine a driving torque adjustment amount corresponding to the current preset steering wheel angle based on a mapping relationship between preset steering wheel angles and driving torque adjustment amounts; as well as an adjustment module configured to adjust the driving torque distribution between the inner turning wheel and the outer turning wheel by controlling the driving motor of the vehicle according to the driving torque adjustment amount; Adjusting the drive torque distribution includes adjusting it in one of the following ways: - a first adjustment: reducing the driving torque of the inner-steering rear wheel according to the driving torque adjustment amount, and distributing the reduced driving torque to at least one of the outer-steering rear wheel, the inner-steering front wheel, and the outer-steering front wheel; - second adjustment: reducing the driving torque on the inner turning front wheel and the inner turning rear wheel according to the driving torque adjustment amount, and distributing the reduced driving torque to at least one of the outer turning front wheel and the outer turning rear wheel; - a third adjustment: reducing the driving torque on the inner-turning rear wheel, the outer-turning rear wheel, and the inner-turning front wheel according to the driving torque adjustment amount, and distributing the reduced driving torque to the outer-turning front wheel; - a fourth adjustment: reducing the driving torque of the inner-steering front wheel according to the driving torque adjustment amount, and distributing the reduced driving torque to at least one of the outer-steering rear wheel, the inner-steering rear wheel, and the outer-steering front wheel; - a fifth adjustment: reducing the driving torque of the inner-turning rear wheel and the outer-turning rear wheel according to the driving torque adjustment amount, and distributing the reduced driving torque to at least one of the inner-turning front wheel and the outer-turning front wheel; - a sixth adjustment: reducing the driving torque of the inner-turning front wheel and the outer-turning front wheel according to the driving torque adjustment amount, and distributing the reduced driving torque to at least one of the inner-turning rear wheel and the outer-turning rear wheel; - a seventh adjustment: reducing the driving torque of the inner-turning front wheel and the outer-turning rear wheel according to the driving torque adjustment amount, and distributing the reduced driving torque to at least one of the inner-turning rear wheel and the outer-turning front wheel; - an eighth adjustment: reducing the driving torque of the inner-turning rear wheel and the outer-turning front wheel according to the driving torque adjustment amount, and distributing the reduced driving torque to at least one of the inner-turning front wheel and the outer-turning rear wheel; Ninth adjustment: reducing the driving torque on the inner-turning rear wheel, the outer-turning front wheel, and the inner-turning front wheel according to the driving torque adjustment amount, and distributing the reduced driving torque to the outer-turning rear wheel.

26. A steering assist device for a vehicle, comprising: One or more memories and one or more processors, wherein the one or more memories store executable instructions, which, when executed by the one or more processors, cause the one or more processors to perform the method according to any one of claims 1 to 22.

27. A computer program product comprising executable instructions which, when executed by one or more processors, cause the one or more processors to perform the method of any one of claims 1 to 22.

28. A machine-readable storage medium storing executable instructions, which, when executed by one or more processors, causes the one or more processors to perform the method according to any one of claims 1 to 22.

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