Steering auxiliary control method and device, equipment and storage medium

Abstract

The invention provides a steering auxiliary control method, device and equipment and a storage medium, and belongs to the technical field of vehicle control, and the method comprises the steps that navigation information of a vehicle is acquired, and the navigation information comprises a navigation route and the real-time position of the vehicle; the vibration frequency of the hydraulic suspension is obtained, and a road bumping coefficient and a road sliding index are generated according to the vibration frequency and the real-time position of the vehicle; judging whether a continuous turning route exists in the subsequent driving process of the vehicle according to the navigation route, and judging whether the continuous turning route meets a preset triggering condition according to the route characteristics; and when a steering instruction is received and the continuous turning route meets the preset triggering condition, steering auxiliary adjustment is conducted on the damping force of the hydraulic suspension, and steering auxiliary adjustment is conducted on the rigidity of the hydraulic suspension. According to the steering auxiliary control method, device and equipment and the storage medium, the stability, comfort and accuracy of the vehicle in the steering process can be improved.

Description

Technical Field

[0001] The present invention belongs to the field of vehicle control technology, and in particular relates to a steering assist control method, device, equipment and storage medium. Background Art

[0002] Steering is a common vehicle dynamics maneuver during driving. When the driver turns the steering wheel, the steering system inputs the steering angle to the vehicle's steering wheels, thereby changing the vehicle's direction of travel. When steering begins, a slip angle forms between the actual rolling direction of the wheel and its plane orientation (i.e., the steering direction). This slip angle generates a lateral force against the centrifugal force, pulling the vehicle toward the center of the curve. Simultaneously, the vehicle tilts toward the outside of the curve, creating a roll tendency.

[0003] In existing technology, to improve vehicle stability during cornering and enhance driver and passenger comfort, the vehicle control system coordinates and controls various components based on actual conditions when the vehicle begins to turn. The hydraulic suspension adjusts the suspension height on both the inside and outside of the curve during the turn to suppress roll.

[0004] However, in practice, simply adjusting the hydraulic suspension's height during cornering is insufficient to adapt to complex road conditions. This is especially true when road conditions vary and the vehicle must perform multiple turns. Steering stability, accuracy, and comfort are often compromised, negatively impacting the user experience and posing safety risks during steering. Summary of the Invention

[0005] In view of this, the present invention aims to propose a steering assist control method, device, equipment and storage medium to achieve the purpose of improving the stability, accuracy and comfort of the vehicle during steering.

[0006] To achieve the above object, the technical solution created by the present invention is implemented as follows: In a first aspect, an embodiment of the present invention provides a steering assist control method, comprising: Obtaining vehicle navigation information, including a navigation route and a real-time location of the vehicle; Obtain the vibration frequency of the hydraulic suspension and generate the road bump coefficient and road slip index based on the vibration frequency and the real-time position of the vehicle; determining, based on the navigation route, whether there is a continuous turning route in the subsequent driving process of the vehicle; if there is a continuous turning route in the subsequent driving process, obtaining route features of the continuous turning route, and determining, based on the route features, whether the continuous turning route meets a preset trigger condition; When the turning instruction is received and the continuous turning route meets the preset triggering condition, the turning vehicle speed and the steering wheel rotation angle are obtained, the hydraulic suspension damping force of the inboard wheel and the hydraulic suspension damping force of the outboard wheel are adjusted for steering assistance according to the turning vehicle speed, the steering wheel rotation angle, the road bumping coefficient and the road sliding index, and the hydraulic suspension rigidity of the steering wheel is adjusted for steering assistance according to the route feature.

[0007] In a second aspect, an embodiment of the present application further provides a steering assistance control device, comprising: A first obtaining module is configured to obtain navigation information of the vehicle, wherein the navigation information comprises a navigation route and a real-time position of the vehicle. A second obtaining module is configured to obtain a vibration frequency of the hydraulic suspension, and generate a road bumping coefficient and a road sliding index according to the vibration frequency and the real-time position of the vehicle. A judging module is configured to judge whether there is a continuous turning route in a subsequent driving process of the vehicle according to the navigation route, obtain a route feature of the continuous turning route when the continuous turning route exists in the subsequent driving process, and judge whether the continuous turning route meets a preset triggering condition according to the route feature. An adjusting module is configured to obtain a turning vehicle speed and a steering wheel rotation angle when the turning instruction is received and the continuous turning route meets the preset triggering condition, adjust the hydraulic suspension damping force of the inboard wheel and the hydraulic suspension damping force of the outboard wheel for steering assistance according to the turning vehicle speed, the steering wheel rotation angle, the road bumping coefficient and the road sliding index, and adjust the hydraulic suspension rigidity of the steering wheel for steering assistance according to the route feature.

[0008] In a third aspect, an embodiment of the present application further provides a device, comprising: One or more processors; A storage device configured to store one or more programs; When the one or more programs are executed by the one or more processors, the one or more processors are caused to implement the steering assistance control method provided by the above embodiment.

[0009] In a fourth aspect, an embodiment of the present application further provides a storage medium containing computer executable instructions, which are used to execute the steering assistance control method provided by the above embodiment when executed by a computer processor.

[0010] Compared with the prior art, the steering assistance control method, device, equipment and storage medium provided by the present application have the following advantages: The present invention creates a steering assist control method, device, equipment, and storage medium that can determine the state of the road surface based on the vibration frequency of the hydraulic suspension and the real-time position of the vehicle, thereby generating a road bump coefficient and a road slip index. It can also determine whether the vehicle has a continuous turning route during subsequent driving based on the navigation route, and whether the continuous turning route meets preset trigger conditions. When the vehicle is turning, the present invention can perform steering assist adjustments to the hydraulic suspension damping force of the inner wheel and the outer wheel based on the turning speed, steering wheel rotation angle, road bump coefficient, and road slip index, thereby improving the vehicle's stability and comfort when turning. It can also perform steering assist adjustments to the hydraulic suspension rigidity of the steering wheel based on the route characteristics of the continuous turning route, thereby improving the vehicle's steering accuracy when turning continuously. BRIEF DESCRIPTION OF THE DRAWINGS

[0011] The accompanying drawings, which constitute part of the present invention, are intended to provide a further understanding of the present invention. The exemplary embodiments of the present invention and their descriptions are intended to explain the present invention and do not constitute an undue limitation of the present invention. In the accompanying drawings: Figure 1 A flowchart of the steering assist control method according to the first embodiment of the present invention is created; Figure 2 This is a schematic diagram of the structure of the steering assist control device according to the second embodiment of the present invention; Figure 3 This is a structural diagram of the device described in Example 3 of the present invention. DETAILED DESCRIPTION

[0012] The present invention will be further described in detail below with reference to the accompanying drawings and examples. It will be understood that the specific embodiments described herein are intended only to illustrate the present invention and are not intended to limit the present invention. It should also be noted that, for ease of description, the accompanying drawings only illustrate portions relevant to the present invention, not all structures.

[0013] Example 1 Figure 1 This is a flow chart of the steering assist control method provided in the first embodiment of the present invention, as shown in FIG. Figure 1 As shown, the steering assist control method specifically includes the following steps: Step 110: Obtain navigation information of the vehicle, where the navigation information includes a navigation route and a real-time location of the vehicle.

[0014] Navigation information is a set of dynamic, real-time guidance that guides users safely and efficiently from their current location to their pre-set destination. During driving, navigation information uses satellite positioning (GPS / Beidou), vehicle sensors, and map-matching technology to accurately determine the vehicle's real-time location, direction, and speed. It also dynamically plans and optimizes the optimal route based on road networks and traffic regulations, combined with real-time traffic conditions and user driving preferences. Ultimately, through a graphical interface and voice prompts, it provides users with precise travel guidance and decision-making support.

[0015] Therefore, to facilitate the determination of road and route conditions during driving and to accurately and flexibly adjust the hydraulic suspension, this embodiment uses the vehicle's navigation information to obtain the navigation route and real-time vehicle location. The real-time vehicle location refers to the satellite positioning information of the vehicle's current location, and the navigation route is the optimal driving path from the vehicle's current location to the preset destination.

[0016] Step 120: Obtain the vibration frequency of the hydraulic suspension, and generate a road bump coefficient and a road slip index based on the vibration frequency and the real-time position of the vehicle.

[0017] Driving on different road surfaces causes the hydraulic suspension to vibrate to varying degrees, and the bumpier the road, the higher the vibration frequency. Accordingly, the same road surface can have different friction coefficients under different conditions. For example, if the paved surface remains dry, the friction coefficient between the wheels and the road surface will be higher. If the paved surface becomes damp or waterlogged due to rain, the friction coefficient between the wheels and the road surface will decrease. In actual use, when the road surface's bumpiness and / or friction coefficient change, the vehicle must adopt a different steering posture to achieve good stability and comfort.

[0018] Therefore, this embodiment will generate a road bump coefficient and a road slip index based on the vibration frequency of the vehicle's hydraulic suspension and the vehicle's real-time position, and perform steering assist control on the hydraulic suspension based on the road bump coefficient and the road slip index in the subsequent control process, thereby improving the vehicle's stability and comfort during steering.

[0019] Specifically, in this embodiment, the vibration frequency of the hydraulic suspension may include the vibration frequency of the driven wheel suspension and the vibration frequency of the non-driven wheel suspension. It should be noted that the driven wheels are wheels connected to the drive axle and convert engine power into vehicle kinetic energy. For example, in a common rear-wheel drive vehicle, the rear wheels are the driven wheels, and the front wheels are the non-driven wheels.

[0020] Accordingly, the road bump coefficient and road slip index are generated according to the vibration frequency and the real-time position of the vehicle, which can be optimized as follows: Determine the road surface type in the area where the vehicle is located based on the real-time location of the vehicle, and generate a road bump base number based on the road surface type; calculate the average vibration frequency of the drive wheel suspension and the vibration frequency of the non-drive wheel suspension to generate an average vibration frequency, and generate a road bump coefficient based on the average vibration frequency and the road bump base number; The difference between the vibration frequency of the drive wheel suspension and the vibration frequency of the non-drive wheel suspension is calculated to generate a vibration frequency difference value; the vehicle's tire friction coefficient is obtained, and a road slip index is generated based on the vehicle's tire friction coefficient and the vibration frequency difference value.

[0021] When determining the road surface type in the area where the vehicle is located based on its real-time location, the vehicle's real-time information can reflect the vehicle's current satellite positioning information. Therefore, the latitude and longitude coordinates of the vehicle's location can be determined using this information. These coordinates are then matched against a high-precision digital map database. Since high-precision digital map databases typically store detailed information on road attributes, the road surface type in the area where the vehicle is located can be determined.

[0022] Optionally, in this embodiment, the pavement foundation type may include paved pavement and unpaved pavement, and the pavement bump base generated when the pavement foundation type is unpaved pavement is greater than the pavement bump base generated when the pavement foundation type is paved pavement.

[0023] At the same time, since the same road surface foundation type may also have actual road surface condition differences, and the actual road surface condition differences cannot be accurately obtained through a high-precision digital map database, this embodiment will introduce the average vibration frequency calculated from the vibration frequency of the drive wheel suspension and the vibration frequency of the non-drive wheel suspension when generating the road bump coefficient to reflect the actual road surface condition differences, so that the road bump coefficient matches the actual situation.

[0024] When generating the road bump coefficient based on the average vibration frequency and the road bump base, the following formula can be used: ; In the above formula, is the road bump coefficient, is the frequency correction coefficient, is the average vibration frequency, is the base correction coefficient, is the road bump base.

[0025] In the above formula, the frequency correction coefficient and the base correction coefficient can be regarded as the weight coefficients of the average vibration frequency and the road bumpiness base when generating the road bumpiness coefficient. The staff can pre-set them according to the actual vehicle hardware parameters such as the specific parameters of the vehicle hydraulic suspension, the vehicle's speed and the vehicle's weight, and the value of the frequency correction coefficient should be smaller than the value of the base correction coefficient.

[0026] When generating the road slip index, because a vehicle's drive wheels generate driving force based on frictional resistance with the ground when traveling on a slippery road, the drive wheels will slip more than the non-drive wheels. In this state, the vibration frequency of the drive wheel suspension differs from that of the non-drive wheel suspension. Furthermore, different tire materials can also result in different friction coefficients between the wheels and the road surface, leading to different actual vehicle motion states. To this end, this embodiment calculates the difference between the drive wheel suspension vibration frequency and the non-drive wheel suspension vibration frequency to generate a vibration frequency difference value. The road slip index is then generated based on the vehicle's tire friction coefficient and vibration frequency difference value.

[0027] Optionally, a road slip index is generated based on the vehicle's tire friction coefficient and vibration frequency difference value, which can be performed using the following formula: ; In the above formula, is the road slip index, is the tire friction coefficient, is the sliding compensation coefficient, is the smoothing compensation index, is the vibration frequency difference.

[0028] In the above formula, the smoothness compensation index is used to achieve a smooth transition of the road slip index. The value range is usually between 0.4 and 0.6. The slip compensation coefficient can be set based on the different materials of the tire. The greater the inherent tire friction coefficient between the tire material and the road surface, the greater the slip compensation coefficient.

[0029] Step 130: Determine whether there is a continuous turning route in the subsequent driving process of the vehicle based on the navigation route. If there is a continuous turning route in the subsequent driving process, obtain the route characteristics of the continuous turning route, and determine whether the continuous turning route meets the preset trigger condition based on the route characteristics.

[0030] During vehicle travel, if the vehicle's route includes continuous turns, higher requirements are placed on the vehicle's steering accuracy. To meet this requirement, this embodiment determines whether the vehicle will have a route with continuous turns during subsequent travel based on the navigation route. It should be noted that when determining whether a route with continuous turns exists during subsequent travel, the vehicle's progress along the navigation route is first determined based on the vehicle's real-time position. Subsequently, the navigation route that the vehicle has not yet passed through is used as the target route for subsequent travel, and the determination of the presence of a route with continuous turns is made based on the target route.

[0031] It should be noted that the continuous turning route described in this embodiment refers to a target route with a preset length threshold containing multiple (three or more) continuous turning areas (with either the same or different turning directions). If the vehicle's subsequent route meets these requirements, the continuous turning route is determined to exist. If the vehicle's subsequent route does not meet these requirements, the continuous turning route is determined to not exist.

[0032] Furthermore, to improve the steering assist control method's ability to handle complex, continuous-turn routes, a target route length threshold should be set when determining whether a route with continuous turns exists during subsequent driving. This allows routes with complex, continuous turns to be divided into multiple segments, with each segment subjected to separate determinations. Accordingly, the target route length threshold should be adjusted based on the vehicle's real-time speed, such that it decreases as real-time speed increases, thereby improving the accuracy of the steering assist control method.

[0033] To determine whether additional adjustments to the hydraulic suspension are required to achieve good steering accuracy when the vehicle traverses a continuously turning route, this embodiment obtains route characteristics for the continuously turning route when such a route exists during subsequent driving, and determines whether the route satisfies preset trigger conditions based on the characteristics. If the road condition characteristics of the continuously turning route do not meet the preset trigger conditions, it indicates that the vehicle can achieve good steering accuracy without additional adjustments when traversing the route. If the road condition characteristics of the continuously turning route meet the preset trigger conditions, it indicates that additional adjustments are required to achieve good steering accuracy when traversing the route.

[0034] Optionally, the route characteristics of the continuous turning route in this embodiment may include the number of continuous turns and the average turning radius of the continuous turns.

[0035] Accordingly, judging whether the continuous turning route meets the preset trigger conditions based on the route characteristics can be optimized as follows: Determining whether the number of consecutive turns is greater than a preset turn number threshold, and determining whether an average turning radius of the consecutive turns is less than a preset turning radius threshold; When the number of consecutive turns is greater than a preset turn number threshold or the average turning radius of the consecutive turns is less than a preset turning radius threshold, it is determined that the continuous turning route meets the preset trigger condition.

[0036] In actual application, if the number of consecutive turns exceeds a preset threshold, it indicates that the vehicle will need to frequently change direction when traversing the continuously turning route. Therefore, good steering accuracy is required to prevent the vehicle from rolling or becoming unstable during these frequent changes. Conversely, since a smaller turning radius increases steering difficulty, if the average turning radius of the consecutive turns is less than the preset threshold, it indicates that the vehicle will face significant steering difficulty when traversing the continuously turning route. In this case, good steering accuracy is also required to ensure smooth traversal of the continuously turning route.

[0037] Step 140: When a steering command is received and the continuous turning route meets the preset trigger conditions, the turning speed and steering wheel angle are obtained. Based on the turning speed, steering wheel angle, road bump coefficient, and road slip index, steering assistance adjustments are made to the hydraulic suspension damping force of the inner wheel and the hydraulic suspension damping force of the outer wheel. Steering assistance adjustments are also made to the hydraulic suspension stiffness of the steering wheel based on the route characteristics.

[0038] When a steering command is received and the continuous turning route meets preset trigger conditions, it indicates that the user has initiated a steering action and is preparing to navigate a continuous turning route that requires high steering accuracy. To enhance vehicle stability and comfort during steering, this embodiment obtains turning speed and steering wheel angle. Based on these values, the hydraulic suspension damping force for the inner and outer wheels of the bend is adjusted for steering assistance, thereby achieving excellent roll suppression during cornering. Furthermore, this embodiment also adjusts the hydraulic suspension stiffness of the steering wheels based on route characteristics to ensure excellent steering accuracy.

[0039] It should be noted that the inner wheel of the curve in this embodiment refers to the wheel (including the front wheel and the rear wheel) close to the center of the curve when the vehicle is turning, and the outer wheel of the curve refers to the wheel (including the front wheel and the rear wheel) away from the center of the curve when the vehicle is turning. The steering wheel is the wheel that controls the direction of the vehicle. Taking a common rear-wheel drive vehicle as an example, the front wheel is the steering wheel.

[0040] Specifically, when the hydraulic suspension damping force of the inboard wheel and the hydraulic suspension damping force of the outboard wheel are adjusted for steering assist, the following equations are used: ; ; ; ; In the above equations, is the damping force of the hydraulic suspension of the outboard wheel after the steering assist adjustment is completed, is the damping force of the hydraulic suspension of the inboard wheel after the steering assist adjustment is completed, is the base damping force of the hydraulic suspension steering assist adjustment, is the roll compensation damping force of the hydraulic suspension steering assist adjustment, is the hydraulic suspension damping force when the vehicle is stationary, is the road roughness coefficient, is the centrifugal force proportionality coefficient, is the cornering speed, is the steering wheel rotation angle, is the steering transmission ratio of the vehicle, is the wheelbase of the vehicle, is the road slip index, is the roll compensation coefficient, is the weight of the vehicle, is the height of the center of gravity of the vehicle, is the wheel track of the vehicle.

[0041] In the above equations, the centrifugal force proportionality coefficient and the roll compensation coefficient can be determined through experiments before the vehicle is sold.

[0042] Because the damping force of the hydraulic suspension is a key parameter for maintaining vehicle stability, after steering assistance adjustment of the hydraulic suspension damping force of the inside and outside wheels using the above formula, the damping force of both the outside and inside wheels will change during cornering. This change in damping force is not only correlated with turning speed and steering wheel angle, but also takes into account road bumpiness (controlled by the road bumpiness coefficient) and road slippage (controlled by the road slip index), ensuring that the damping force adjustment results match the actual road conditions. Furthermore, when adjusting the hydraulic suspension damping force, this embodiment also creates a damping force difference between the outside and inside wheels based on the roll compensation damping force (i.e., the damping force of the hydraulic suspension on the outside wheel is greater, while the damping force of the hydraulic suspension on the inside wheel is less). This helps suppress vehicle roll during cornering, thereby enhancing vehicle stability and comfort.

[0043] In addition, when adjusting the steering assist of the hydraulic suspension stiffness of the steering wheel according to the route characteristics, the following formula can be used: ; In the above formula, The rigidity of the hydraulic suspension of the steering wheel after the steering assist adjustment is completed. is the initial stiffness of the hydraulic suspension of the steering wheel, is the influence coefficient of the number of consecutive turns, is the turning radius influence coefficient, is the turning radius attenuation influence coefficient, is the number of consecutive turns, is the average turning radius of continuous turns, is the minimum turning radius of the vehicle.

[0044] In the above formula, the influence coefficient of the number of consecutive turns, the influence coefficient of the turning radius, and the influence coefficient of the turning radius attenuation can all be experimentally measured based on the actual vehicle hardware parameters. The influence coefficient of the number of consecutive turns is used to control the linear gain of the continuous turning number stiffness. The influence coefficient of the turning radius is used to control the intensity of the average turning radius of consecutive turns during the stiffness adjustment process. The influence coefficient of the turning radius attenuation is used to control the growth rate of the stiffness as the turning radius decreases.

[0045] Since the hydraulic suspension stiffness of the steering wheel affects the steering wheel's movement accuracy, after the steering assist adjustment of the hydraulic suspension stiffness of the steering wheel is performed using the above formula, the hydraulic suspension stiffness of the steering wheel will be adjusted according to the number of consecutive turns and the average turning radius of consecutive turns. In this way, the hydraulic suspension stiffness of the steering wheel can be matched with actual needs, ensuring that the vehicle obtains good steering accuracy.

[0046] This embodiment provides a steering assist control method that generates a road bump coefficient and road slip index based on the vibration frequency of the hydraulic suspension and the vehicle's real-time position. The method then adjusts the damping force of the vehicle's hydraulic suspension based on the road bump coefficient and road slip index, thereby improving vehicle steering stability and comfort while taking into account road conditions. Furthermore, this embodiment can adjust the hydraulic suspension stiffness of the steering wheels based on the characteristics of a continuous curve that meets preset trigger conditions during subsequent driving, thereby improving vehicle steering accuracy.

[0047] Example 2 Figure 2 FIG. 1 is a schematic diagram of the structure of the steering assist control device provided in the second embodiment of the present invention. Figure 2 As shown, the steering assist control device includes: A first acquisition module 210 is configured to acquire navigation information of the vehicle, wherein the navigation information includes a navigation route and a real-time position of the vehicle; The second acquisition module 220 is used to obtain the vibration frequency of the hydraulic suspension and generate a road bump coefficient and a road slip index according to the vibration frequency and the real-time position of the vehicle; a determination module 230 for determining, based on the navigation route, whether there are any continuous turning routes in the subsequent driving process of the vehicle; and, if there are any continuous turning routes in the subsequent driving process, obtaining route features of the continuous turning routes and determining, based on the route features, whether the continuous turning routes meet a preset trigger condition; Adjustment module 240 is used to obtain the turning speed and steering wheel rotation angle when receiving a steering instruction and the continuous turning route meets the preset trigger conditions, and to perform steering assistance adjustments on the hydraulic suspension damping force of the inner wheel and the outer wheel based on the turning speed, steering wheel rotation angle, road bump coefficient and road slip index, and to perform steering assistance adjustments on the hydraulic suspension stiffness of the steering wheel based on the route characteristics.

[0048] The steering assist control device provided in this embodiment can obtain vehicle navigation information and generate a road bump coefficient and a road slip index through a first acquisition module and a second acquisition module. It can also determine whether there is a continuous turning route that meets preset trigger conditions during subsequent driving through a judgment module. At the same time, when a steering instruction is received and the continuous turning route meets the preset trigger conditions, the adjustment module can perform steering assist adjustments to the vehicle's hydraulic suspension damping force based on the road bump coefficient and the road slip index, and perform steering assist adjustments to the hydraulic suspension rigidity of the vehicle's steering wheels based on the route characteristics of the continuous turning route, so that the vehicle can obtain good stability, comfort and accuracy when steering.

[0049] Based on the above embodiment, the second acquisition module further includes: a road bump coefficient generating unit, configured to determine the road surface foundation type of the vehicle's area based on the vehicle's real-time position, and to generate a road bump base number based on the road surface foundation type; calculate the average of the vibration frequencies of the drive wheel suspension and the non-drive wheel suspension to generate an average vibration frequency, and generate a road bump coefficient based on the average vibration frequency and the road bump base number; The road slip index generating unit is used to calculate the difference between the vibration frequency of the drive wheel suspension and the vibration frequency of the non-drive wheel suspension to generate a vibration frequency difference value; obtain the vehicle's tire friction coefficient, and generate a road slip index based on the vehicle's tire friction coefficient and the vibration frequency difference value.

[0050] Based on the above embodiment, the judgment module further includes: a determination unit, configured to determine whether the number of consecutive turns is greater than a preset turn number threshold, and determine whether an average turning radius of the consecutive turns is less than a preset turning radius threshold; The determination unit is configured to determine that the continuous turning route satisfies a preset trigger condition when the number of continuous turns is greater than a preset turning number threshold or the average turning radius of the continuous turns is less than a preset turning radius threshold.

[0051] The steering assist control device provided in the embodiment of the present invention can execute the steering assist control method provided in any embodiment of the present invention, and has the corresponding functional modules and beneficial effects of the execution method.

[0052] Example 3 Figure 3 This is a schematic diagram of the structure of the device provided in Example 3 of the present invention. Figure 3 A block diagram of an exemplary device 12 suitable for use in implementing embodiments of the present invention is shown. Figure 3 The device 12 shown is only an example and should not bring any limitation to the functionality and scope of use of the embodiments of the present invention.

[0053] like Figure 3 As shown, device 12 is implemented as a general-purpose computing device. Components of device 12 may include, but are not limited to, one or more processors or processing units 16, a system memory 28, and a bus 18 that connects various system components (including system memory 28 and processing unit 16).

[0054] Bus 18 represents one or more of several types of bus structures, including a memory bus or memory controller, a peripheral bus, an accelerated graphics port, a processor, or a local bus using any of a variety of bus architectures. Examples of these architectures include, but are not limited to, an Industry Standard Architecture (ISA) bus, a Micro Channel Architecture (MAC) bus, an Enhanced ISA bus, a Video Electronics Standards Association (VESA) local bus, and a Peripheral Component Interconnect (PCI) bus.

[0055] Device 12 typically includes a variety of computer system readable media. These media can be any available media that can be accessed by device 12, including volatile and non-volatile media, removable and non-removable media.

[0056] System memory 28 may include computer system readable media in the form of volatile memory, such as random access memory (RAM) 30 and / or cache memory 32. Device 12 may further include other removable / non-removable, volatile / non-volatile computer system storage media. By way of example only, storage system 34 may be configured to read and write non-removable, non-volatile magnetic media ( Figure 3 Not shown, usually called a "hard drive"). Although Figure 3 Although not shown, a magnetic disk drive for reading and writing to a removable non-volatile magnetic disk (e.g., a "floppy disk"), as well as an optical disk drive for reading and writing to a removable non-volatile optical disk (e.g., a CD-ROM, DVD-ROM, or other optical media) may be provided. In these cases, each drive may be connected to bus 18 via one or more data media interfaces. System memory 28 may include at least one program product having a set (e.g., at least one) of program modules configured to perform the functions of various embodiments of the present invention.

[0057] A program / utility 40 having a set (at least one) of program modules 42 may be stored, for example, in system memory 28. Such program modules 42 include, but are not limited to, an operating system, one or more application programs, other program modules, and program data, each of which, or some combination thereof, may include an implementation of a network environment. Program modules 42 generally implement the functions and / or methodologies of the embodiments described herein.

[0058] Device 12 may also communicate with one or more external devices 14 (e.g., a keyboard, pointing device, display 24, etc.), one or more devices that enable a user to interact with device 12, and / or any device that enables device 12 to communicate with one or more other computing devices (e.g., a network card, a modem, etc.). This communication may occur via input / output (I / O) interface 22. Furthermore, device 12 may communicate with one or more networks (e.g., a local area network (LAN), a wide area network (WAN), and / or a public network such as the Internet) via network adapter 20. As shown, network adapter 20 communicates with other modules of device 12 via bus 18. It should be understood that, although not shown, other hardware and / or software modules may be used in conjunction with device 12, including but not limited to microcode, device drivers, redundant processing units, external disk drive arrays, RAID systems, tape drives, and data backup storage systems.

[0059] The processing unit 16 executes various functional applications and data processing by running programs stored in the system memory 28 , such as implementing the steering assist control method provided in an embodiment of the present invention.

[0060] Example 4 The fourth embodiment of the present invention further provides a storage medium containing computer-executable instructions, which, when executed by a computer processor, are used to execute any of the steering assist control methods provided in the above embodiments.

[0061] The computer storage medium of the embodiments of the present invention may adopt any combination of one or more computer-readable media. The computer-readable medium may be a computer-readable signal medium or a computer-readable storage medium. The computer-readable storage medium may be, for example, but not limited to, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination thereof. More specific examples (a non-exhaustive list) of computer-readable storage media include: an electrical connection having one or more wires, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination thereof. In this document, a computer-readable storage medium may be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, apparatus, or device.

[0062] A computer readable signal medium can include a propagated data signal with computer executable code embodied therein, for example, in baseband or as part of a carrier wave. Such a propagated signal can take any of a variety of forms, including, but not limited to, electro-magnetic, optical, or any suitable combination thereof. A computer readable signal medium can be any computer readable medium that is not a computer readable storage medium and that can communicate, propagate or transport programming code.

[0063] Program code embodied on a computer readable medium can be transmitted using any appropriate medium, including but not limited to wireless, wire line, optical fiber cable, RF, etc., or any suitable combination of the foregoing.

[0064] Computer program code for carrying out operations for aspects of the present application can be written in any combination of one or more programming languages, including an object oriented programming language such as Java, Smalltalk, C++ or the like and conventional procedural programming languages, such as the "C" programming language or similar programming languages. The program code can execute entirely on the user's computer, partly on the user's computer, as a stand-alone software package, partly on the user's computer and partly on a remote computer or entirely on the remote computer or server. In the latter scenario, the remote computer can be connected to the user's computer through any type of network, including a local area network (LAN) or a wide area network (WAN), or the connection can be made to an external computer (for example, through the Internet using an Internet Service Provider). In an embodiment, electronic program guide data can be received from a remote computer.

[0065] Note that the foregoing only describes a few example embodiments of the application and the used technical principles. It will be understood by those skilled in the art that the present application is not limited to the specific embodiments described herein, and that various obvious changes, modifications and substitutions can be made to the present application without departing from the scope of the present application. Therefore, although the present application has been described in detail with reference to the above embodiments, the present application is not limited to the above embodiments, and can include more other equivalent embodiments without departing from the concept of the present application, and the scope of the present application is determined by the appended claims.

Claims

1. A steering assist control method, characterized in that include: Obtaining vehicle navigation information, including the navigation route and the vehicle's real-time location; Obtain the vibration frequency of the hydraulic suspension and generate the road bump coefficient and road slip index based on the vibration frequency and the real-time position of the vehicle; determining, based on the navigation route, whether there is a continuous turning route in the subsequent driving process of the vehicle; if there is a continuous turning route in the subsequent driving process, obtaining route features of the continuous turning route, and determining, based on the route features, whether the continuous turning route meets a preset trigger condition; When a steering command is received and the continuous turning route meets the preset trigger conditions, the turning speed and steering wheel angle are obtained. According to the turning speed, steering wheel angle, road bumpiness coefficient and road slip index, the hydraulic suspension damping force of the inner and outer wheels of the bend are adjusted for steering assistance. The hydraulic suspension rigidity of the steering wheel is also adjusted for steering assistance according to the route characteristics.

2. The steering assist control method according to claim 1, wherein: The vibration frequency of the hydraulic suspension includes the vibration frequency of the driving wheel suspension and the vibration frequency of the non-driving wheel suspension; The method of generating a road bump coefficient and a road slip index according to the vibration frequency and the real-time position of the vehicle includes: Determine the road surface type in the area where the vehicle is located based on the real-time location of the vehicle, and generate a road bump base number based on the road surface type; calculate the average vibration frequency of the drive wheel suspension and the vibration frequency of the non-drive wheel suspension to generate an average vibration frequency, and generate a road bump coefficient based on the average vibration frequency and the road bump base number; The difference between the vibration frequency of the drive wheel suspension and the vibration frequency of the non-drive wheel suspension is calculated to generate a vibration frequency difference value; the vehicle's tire friction coefficient is obtained, and a road slip index is generated based on the vehicle's tire friction coefficient and the vibration frequency difference value.

3. The steering assist control method according to claim 2, wherein: The road surface foundation type includes paved road surface and unpaved road surface, and the road surface bump base number generated when the road surface foundation type is unpaved road surface is greater than the road surface bump base number generated when the road surface foundation type is paved road surface; The road bump coefficient is generated according to the average vibration frequency and the road bump base number by the following formula: ； In the above formula, is the road bump coefficient, is the frequency correction coefficient, is the average vibration frequency, is the base correction coefficient, is the road bump base.

4. The steering assist control method according to claim 2, wherein: The road slip index is generated based on the tire friction coefficient and the vibration frequency difference of the vehicle, using the following formula: ； In the above formula, is the road slip index, is the tire friction coefficient, is the sliding compensation coefficient, is the smoothing compensation index, is the vibration frequency difference.

5. The steering assist control method according to claim 1, wherein: The steering assist adjustment of the hydraulic suspension damping force of the wheel on the inner side of the curve and the hydraulic suspension damping force of the wheel on the outer side of the curve is performed using the following formula: ； ； ； ； In the above formula, The damping force of the hydraulic suspension on the outside wheel of the bend after the steering assist adjustment is completed. The damping force of the hydraulic suspension of the inner wheel of the bend after the steering assist adjustment is completed. Adjust the basic damping force for the hydraulic suspension steering assist, Roll compensation damping force adjusted for hydraulic suspension steering assistance, is the hydraulic suspension damping force when the vehicle is stationary, is the road bump coefficient, is the centrifugal force proportional coefficient, is the turning speed, is the steering wheel rotation angle, is the vehicle's steering gear ratio, is the vehicle's wheelbase, is the road slip index, is the roll compensation coefficient, is the weight of the vehicle, is the height of the vehicle's center of gravity, is the wheelbase of the vehicle.

6. The steering assist control method according to claim 1, wherein: The route characteristics of the continuous turning route include the number of continuous turns and the average turning radius of the continuous turns; The determining whether the continuous turning route meets the preset triggering condition according to the route characteristics includes: Determining whether the number of consecutive turns is greater than a preset turn number threshold, and determining whether an average turning radius of the consecutive turns is less than a preset turning radius threshold; When the number of consecutive turns is greater than a preset turn number threshold or the average turning radius of the consecutive turns is less than a preset turning radius threshold, it is determined that the continuous turning route meets the preset trigger condition.

7. The steering assist control method according to claim 6, characterized in that: The steering assist adjustment of the hydraulic suspension rigidity of the steering wheel according to the route characteristics is performed by the following formula: ； In the above formula, The rigidity of the hydraulic suspension of the steering wheel after the steering assist adjustment is completed. is the initial stiffness of the hydraulic suspension of the steering wheel, is the influence coefficient of the number of consecutive turns, is the turning radius influence coefficient, is the turning radius attenuation influence coefficient, is the number of consecutive turns, is the average turning radius of continuous turns, is the minimum turning radius of the vehicle.

8. A steering assist control device, characterized in that: include: A first acquisition module is used to acquire navigation information of the vehicle, wherein the navigation information includes a navigation route and a real-time position of the vehicle; The second acquisition module is used to obtain the vibration frequency of the hydraulic suspension and generate a road bump coefficient and a road slip index according to the vibration frequency and the real-time position of the vehicle; a judgment module for judging, based on the navigation route, whether there are any continuous turning routes in the subsequent driving process of the vehicle; if there are any continuous turning routes in the subsequent driving process, obtaining route features of the continuous turning routes and judging, based on the route features, whether the continuous turning routes meet preset triggering conditions; The adjustment module is used to obtain the turning speed and steering wheel rotation angle when receiving a steering command and the continuous turning route meets the preset trigger conditions, and to perform steering assistance adjustments on the hydraulic suspension damping force of the inner wheel of the curve and the hydraulic suspension damping force of the outer wheel of the curve based on the turning speed, steering wheel rotation angle, road bump coefficient and road slip index, and to perform steering assistance adjustments on the hydraulic suspension stiffness of the steering wheel according to the route characteristics.

9. A device, characterized in that The device comprises: one or more processors; a storage device for storing one or more programs; When the one or more programs are executed by the one or more processors, the one or more processors implement the steering assist control method as described in any one of claims 1 to 7.

10. A storage medium comprising computer-executable instructions, wherein the computer-executable instructions are used to perform the steering assist control method according to any one of claims 1 to 7 when executed by a computer processor.

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