Steering assist control method, apparatus, device, and storage medium

Abstract

The application provides a steering auxiliary control method, device, equipment and storage medium, and belongs to the technical field of vehicle control, wherein the method comprises the following steps: acquiring navigation information of a vehicle, the navigation information comprising a navigation route and a real-time position of the vehicle; acquiring a vibration frequency of a hydraulic suspension; generating a road bumping coefficient and a road sliding index according to the vibration frequency and the real-time position of the vehicle; judging whether there is a continuous turning route in a 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 a route feature; when a steering instruction is received and the continuous turning route meets the preset triggering condition, performing steering auxiliary adjustment on a damping force of the hydraulic suspension and performing steering auxiliary adjustment on rigidity of the hydraulic suspension. The steering auxiliary control method, device, equipment and storage medium provided by the application can improve the stability, comfort and accuracy of the vehicle in the steering process.

Description

TECHNICAL FIELD

[0001] The application belongs to the technical field of vehicle control, and particularly relates to a steering auxiliary control method, device, equipment and storage medium. BACKGROUND

[0002] During the driving of a vehicle, steering is one of the common dynamic operations of the vehicle. When a driver turns a steering wheel, a steering system inputs a steering angle to the steering wheel of the vehicle, so as to change the driving direction of the vehicle. When the steering operation starts, a side slip angle is formed between the actual rolling direction of the wheel and the planar direction of the wheel (i.e., the steering direction), and under the action of the side slip angle, the wheel generates a lateral force against the centrifugal force, so as to pull the vehicle to the center of the curve. At the same time, the vehicle itself also tilts to the outside of the curve, so as to form a roll tendency.

[0003] In the prior art, in order to improve the stability of the vehicle during the steering and improve the comfort of the driver and passengers in the vehicle, when the vehicle starts to steer, the vehicle control system needs to coordinate the control of various components in combination with the actual situation. The hydraulic suspension adjusts the suspension height on the inside of the curve and the suspension height on the outside of the curve during the steering, so as to suppress the roll.

[0004] However, in actual application, simply adjusting the height of the hydraulic suspension during the steering cannot adapt to complex road conditions. Especially when there are differences in road conditions and the vehicle needs to perform continuous steering operations for multiple times, the stability, accuracy and comfort of the vehicle during the steering cannot be well guaranteed, so as to not only affect the actual experience of the user, but also cause safety risks of the vehicle during the steering. SUMMARY

[0005] Therefore, the application aims to provide a steering auxiliary control method, device, equipment and storage medium, so as to improve the stability, accuracy and comfort of the vehicle during the steering.

[0006] To achieve the above purpose, the technical scheme of the application is as follows:

[0007] In a first aspect, the application provides a steering auxiliary control method, comprising:

[0008] obtaining navigation information of the vehicle, the navigation information comprising a navigation route and a real-time position of the vehicle;

[0009] obtaining a vibration frequency of the hydraulic suspension, and generating a road bumping coefficient and a road sliding index according to the vibration frequency and the real-time position of the vehicle;

[0010] The method comprises the following steps: determining whether there is a continuous turning route in a subsequent driving process of the vehicle according to the navigation route; when there is a continuous turning route in the subsequent driving process, acquiring route characteristics of the continuous turning route, and determining whether the continuous turning route meets a preset triggering condition according to the route characteristics;

[0011] When the steering instruction is received and the continuous turning route meets the preset triggering condition, the turning speed and the steering wheel rotation angle are acquired, 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 speed, the steering wheel rotation angle, the road bumping coefficient and the road sliding index, and the hydraulic suspension stiffness of the steering wheel is adjusted for steering assistance according to the route characteristics.

[0012] In the second aspect, the embodiments of the present application further provide a steering assistance control device, comprising:

[0013] The first acquisition module is configured to acquire navigation information of the vehicle, wherein the navigation information comprises a navigation route and a real-time position of the vehicle;

[0014] The second acquisition module is configured to acquire 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;

[0015] The judgment module is configured to determine whether there is a continuous turning route in a subsequent driving process of the vehicle according to the navigation route, and when there is a continuous turning route in the subsequent driving process, acquire route characteristics of the continuous turning route, and determine whether the continuous turning route meets a preset triggering condition according to the route characteristics;

[0016] The adjustment module is configured to, when the steering instruction is received and the continuous turning route meets the preset triggering condition, acquire the turning speed and the steering wheel rotation angle, 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 speed, the steering wheel rotation angle, the road bumping coefficient and the road sliding index, and adjust the hydraulic suspension stiffness of the steering wheel for steering assistance according to the route characteristics.

[0017] In the third aspect, the embodiments of the present application further provide a device, comprising:

[0018] One or more processors;

[0019] A storage device configured to store one or more programs;

[0020] When the one or more programs are executed by the one or more processors, the one or more processors implement the steering assistance control method provided by the above-mentioned embodiments.

[0021] In a fourth aspect, the embodiments of the present application further provide a storage medium containing computer executable instructions for executing the steering assistance control method provided by the above-mentioned embodiments when executed by a computer processor.

[0022] Compared with the prior art, the steering assistance control method, device, equipment and storage medium provided by the present application have the following advantages:

[0023] The steering assistance control method, device, equipment and storage medium provided by the present application can determine the state of the road according to the vibration frequency of the hydraulic suspension and the real-time position of the vehicle, thereby generating the road bumping coefficient and the road sliding index. Meanwhile, the present application can determine whether there is a continuous turning route in the subsequent driving process of the vehicle according to the navigation route, and determine whether the continuous turning route meets the preset triggering condition. When the vehicle is turning, the present application can adjust the hydraulic suspension damping force of the inboard wheel and the hydraulic suspension damping force of the outboard wheel according to the turning speed, the steering wheel rotation angle, the road bumping coefficient and the road sliding index, thereby improving the stability and comfort of the vehicle when turning. In addition, the present application can adjust the hydraulic suspension stiffness of the steering wheel according to the route characteristics of the continuous turning route, thereby improving the steering accuracy of the vehicle when continuously turning. BRIEF DESCRIPTION OF DRAWINGS

[0024] The accompanying drawings, which form a part of the present application, are intended to provide further understanding of the present application, and are used in conjunction with the description given above to explain the present application. The accompanying drawings included herein serve to explain the preferred embodiments of the present application, and are used in conjunction with the description given above, and do not limit the present application in any manner. In the drawings:

[0025] Figure 1 a flow chart of the steering assistance control method according to the first embodiment of the present application;

[0026] Figure 2 a structure diagram of the steering assistance control device according to the second embodiment of the present application;

[0027] Figure 3 a structure diagram of the equipment according to the third embodiment of the present application. DETAILED DESCRIPTION

[0028] The present application will be further described in detail below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present application, and do not limit the present application in any way. In addition, it should be noted that only the parts related to the present application are shown in the drawings for the convenience of description, rather than all the structures.

[0029] Embodiment 1

[0030] Figure 1The flow chart of the steering auxiliary control method provided for the first embodiment of the present application is shown in Figure 1 The steering auxiliary control method specifically includes the following steps:

[0031] In step 110, the navigation information of the vehicle is acquired, which includes the navigation route and the real-time position of the vehicle.

[0032] The navigation information is a set of dynamic information for guiding the user to safely and efficiently drive the vehicle from the current position to the preset destination. During the driving of the vehicle, the navigation information can accurately determine the real-time position, driving direction and driving speed of the vehicle through satellite positioning (GPS / Beidou), vehicle sensors and map matching technology, and can dynamically plan and optimize the best driving path based on the road network and traffic rules, in combination with the real-time traffic and the driving preference of the user, and finally provide accurate travel guidance and decision support to the user through the graphical interface and voice prompt.

[0033] Therefore, in order to conveniently judge the road surface state and the route state of the vehicle during driving and accurately and flexibly adjust the hydraulic suspension, the navigation route and the real-time position of the vehicle are acquired through the navigation information of the vehicle in the embodiment. The real-time position of the vehicle refers to the satellite positioning information of the current position of the vehicle, and the navigation route is the best driving path from the current position of the vehicle to the preset destination.

[0034] In step 120, the vibration frequency of the hydraulic suspension is acquired, and the road bumping coefficient and the road sliding index are generated according to the vibration frequency and the real-time position of the vehicle.

[0035] Since the vehicle drives on different road surfaces, the hydraulic suspension will vibrate to different degrees, and the higher the bumping degree of the road surface, the higher the vibration frequency of the hydraulic suspension. Correspondingly, the same road surface also has a difference in the friction coefficient under different states, for example, if the vehicle drives on the paved road, if the paved road remains dry, the friction coefficient between the wheel and the road surface will be larger, and if the paved road is wet or has water due to the weather, the friction coefficient between the wheel and the road surface will be smaller. In actual application, when the bumping degree and / or the friction coefficient of the road surface change, the vehicle performing the steering action needs to have different postures to obtain good stability and comfort.

[0036] Therefore, the road bumping coefficient and the road sliding index are generated according to the vibration frequency of the hydraulic suspension of the vehicle and the real-time position of the vehicle in the embodiment, and the hydraulic suspension is controlled in the subsequent control process according to the road bumping coefficient and the road sliding index, so as to improve the stability and comfort of the vehicle during steering.

[0037] Specifically, in the embodiment, the vibration frequency of the hydraulic suspension can include a driving wheel suspension vibration frequency and a non-driving wheel suspension vibration frequency. It should be noted that the driving wheel refers to the wheel connected to the drive axle and converts the engine power into the kinetic energy of the vehicle. Taking a common rear-wheel drive vehicle as an example, the rear wheel is the driving wheel, and the front wheel is the non-driving wheel.

[0038] Correspondingly, according to the vibration frequency and the real-time position of the vehicle, the road bumping coefficient and the road sliding index are generated, which can be specifically optimized as follows:

[0039] According to the real-time position of the vehicle, the road base type of the area where the vehicle is located is determined, and the road bumping base is generated through the road base type; the average of the driving wheel suspension vibration frequency and the non-driving wheel suspension vibration frequency is calculated to generate the average vibration frequency, and the road bumping coefficient is generated according to the average vibration frequency and the road bumping base;

[0040] The difference between the driving wheel suspension vibration frequency and the non-driving wheel suspension vibration frequency is calculated to generate the vibration frequency difference value; the tire friction coefficient of the vehicle is obtained, and the road sliding index is generated according to the tire friction coefficient of the vehicle and the vibration frequency difference value.

[0041] When determining the road base type of the area where the vehicle is located according to the real-time position of the vehicle, since the real-time information of the vehicle can reflect the satellite positioning information of the current position of the vehicle, the latitude and longitude coordinates of the position of the vehicle can be determined through the real-time information of the vehicle, and then the latitude and longitude coordinates are matched with the high-precision digital map database. Since the high-precision digital map database usually stores detailed information of road properties inside, the road base type of the area where the vehicle is located can be determined.

[0042] Optionally, in the embodiment, the road base type can include two types of paved road and unpaved road, and the road bumping base generated when the road base type is unpaved road is greater than the road bumping base generated when the road base type is paved road.

[0043] Meanwhile, since the same road base type also has actual road state differences, and the actual road state difference cannot be accurately obtained through the high-precision digital map database, the average vibration frequency calculated from the driving wheel suspension vibration frequency and the non-driving wheel suspension vibration frequency is introduced to reflect the actual road state difference when generating the road bumping coefficient, so that the road bumping coefficient matches the actual situation.

[0044] When generating the road bumping coefficient according to the average vibration frequency and the road bumping base, the following formula can be used:

[0045] ;

[0046] In the above formula, is a road bump coefficient, is a frequency correction coefficient, is an average vibration frequency, is a base correction coefficient, is a road bump base.

[0047] In the above formula, the frequency correction coefficient and the base correction coefficient can be regarded as weight coefficients of the average vibration frequency and the road bump base when the road bump coefficient is generated. The staff can pre-set the values according to the specific parameters of the vehicle hydraulic suspension, the speed of the vehicle, and the weight of the vehicle, and the value of the frequency correction coefficient should be less than the value of the base correction coefficient.

[0048] When the vehicle is driving on a slippery road, the driving wheels need to generate driving force for the vehicle based on the frictional resistance with the ground, so the slip degree of the driving wheels is greater than that of the non-driving wheels. In this state, the suspension vibration frequency of the driving wheels is different from that of the non-driving wheels. At the same time, the different materials of the tires of the vehicle also cause different friction coefficients between the wheels and the road, and thus different actual motion states of the vehicle. Therefore, the embodiment calculates the difference between the suspension vibration frequencies of the driving wheels and the non-driving wheels to generate a vibration frequency difference value, and generates a road slip index according to the tire friction coefficient of the vehicle and the vibration frequency difference value.

[0049] Optionally, the road slip index generated according to the tire friction coefficient of the vehicle and the vibration frequency difference value can be generated by the following formula:

[0050]

[0051] In the above formula, is a road slip index, is a tire friction coefficient, is a slip compensation coefficient, is a smoothing compensation index, is a vibration frequency difference value.

[0052] In the above formula, the smoothing compensation index is used to make the road slip index smooth, and 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 tires, and the greater the inherent tire friction coefficient between the tire material and the road, the greater the slip compensation coefficient.

[0053] ​In step 130, it is determined whether there is a continuous-turn route in the subsequent driving process according to the navigation route. When there is a continuous-turn route in the subsequent driving process, the route characteristics of the continuous-turn route are obtained, and it is determined whether the continuous-turn route meets the preset triggering condition according to the route characteristics.

[0054] In the process of driving the vehicle, if the driving route of the vehicle has a continuous-turn, higher requirements for the steering accuracy of the vehicle will be put forward. In order to meet this demand, the embodiment determines whether there is a continuous-turn route in the subsequent driving process according to the navigation route. It should be noted that when determining whether there is a continuous-turn route in the subsequent driving process, the progress of the vehicle driving along the navigation route should be determined according to the real-time position of the vehicle first, then the navigation route that has not been passed through by the vehicle is taken as the target route in the subsequent driving process, and the determination of whether there is a continuous-turn route is based on the target route.

[0055] It should be noted that the continuous-turn route in the embodiment refers to that in the target route of the preset length threshold, there are multiple (three or more) continuous turning areas (the turning directions can be the same or different). If the route of the vehicle in the subsequent driving process meets the above requirements, it is determined that there is a continuous-turn route in the subsequent driving process. If the route of the vehicle in the subsequent driving process does not meet the above requirements, it is determined that there is no continuous-turn route in the subsequent driving process.

[0056] In addition, in order to improve the response ability of the steering auxiliary control method to the route with complex continuous-turn, when determining whether there is a continuous-turn route in the subsequent driving process, the length threshold of the target route should also be set, so as to divide the route with complex continuous-turn into multiple paragraph intervals, and determine each interval separately. Correspondingly, the length threshold of the target route should also be adjusted according to the real-time speed of the vehicle, so that the length threshold of the target route decreases with the increase of the real-time speed, thereby improving the accuracy of the steering auxiliary control method.

[0057] In order to determine whether the hydraulic suspension needs to be adjusted additionally when the vehicle passes through the continuous-turn route to obtain good steering accuracy, the embodiment obtains the route characteristics of the continuous-turn route when there is a continuous-turn route in the subsequent driving process, and determines whether the continuous-turn route meets the preset triggering condition according to the route characteristics. If the road condition characteristics of the continuous-turn route do not meet the preset triggering condition, it can be proved that the vehicle does not need to be adjusted additionally to obtain good steering accuracy when passing through the continuous-turn route. If the road condition characteristics of the continuous-turn route meet the preset triggering condition, it can be proved that the vehicle needs to be adjusted additionally to obtain good steering accuracy when passing through the continuous-turn route.

[0058] Optionally, the route features of the continuous-turn route in the embodiment can include the number of continuous turns and the average turn radius of the continuous turns.

[0059] Correspondingly, judging whether the continuous-turn route meets the preset triggering condition according to the route features can be specifically optimized as:

[0060] judging whether the number of continuous turns is greater than a preset number of turns threshold and judging whether the average turn radius of the continuous turns is less than a preset turn radius threshold;

[0061] When the number of continuous turns is greater than the preset number of turns threshold or the average turn radius of the continuous turns is less than the preset turn radius threshold, it is determined that the continuous-turn route meets the preset triggering condition.

[0062] In actual application, if the number of continuous turns is greater than the preset number of turns threshold, it proves that the vehicle needs to frequently change direction when passing through the continuous-turn route, and therefore the vehicle needs to have good steering accuracy to avoid the vehicle from tilting or losing stability during the frequent direction changing. Correspondingly, since the smaller the turn radius is, the more difficult the steering of the vehicle is, if the average turn radius of the continuous turns is less than the preset turn radius threshold, it proves that the vehicle has a large steering difficulty when passing through the continuous-turn route, and therefore the vehicle also needs to have good steering accuracy to ensure the vehicle to pass through the continuous-turn route smoothly.

[0063] Step 140, when the steering instruction is received and the continuous-turn route meets the preset triggering condition, the turning 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 speed, the steering wheel rotation angle, the road bumping coefficient and the road sliding index, and the hydraulic suspension stiffness of the steering wheel is adjusted for steering assistance according to the route features.

[0064] When the steering instruction is received and the continuous-turn route meets the preset triggering condition, it proves that the user starts to perform the steering action and prepares to pass through the continuous-turn route which has a high requirement for steering accuracy. At this time, in order to improve the stability and comfort of the vehicle during steering, the turning speed and the steering wheel rotation angle are obtained in the embodiment, and 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 speed, the steering wheel rotation angle, the road bumping coefficient and the road sliding index, so that the vehicle obtains good roll suppression effect during turning. Meanwhile, the hydraulic suspension stiffness of the steering wheel is also adjusted for steering assistance according to the route features, so that the vehicle obtains good steering accuracy.

[0065] It should be noted that the bend inner side wheel in the embodiment refers to the wheel (including the front wheel and the rear wheel) close to the bend center when the vehicle performs a steering action, the bend outer side wheel refers to the wheel (including the front wheel and the rear wheel) away from the bend center when the vehicle performs a steering action, and the steering wheel is the wheel that controls the driving direction of the vehicle. Taking a common rear-wheel drive vehicle as an example, the front wheel is the steering wheel.

[0066] Specifically, when the hydraulic suspension damping force of the bend inner side wheel and the hydraulic suspension damping force of the bend outer side wheel are adjusted for steering assistance, the following formula can be used:

[0067]

[0068]

[0069]

[0070]

[0071] In the above formula, is the damping force of the hydraulic suspension of the bend outer side wheel after the steering assistance adjustment is completed, is the damping force of the hydraulic suspension of the bend inner side wheel after the steering assistance adjustment is completed, is the base damping force of the hydraulic suspension steering assistance adjustment, is the roll compensation damping force of the hydraulic suspension steering assistance adjustment, is the hydraulic suspension damping force in the stationary state of the vehicle, is the road roughness coefficient, is the centrifugal force proportionality coefficient, is the turning speed of the vehicle, 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.

[0072] In the above formula, the centrifugal force proportionality coefficient and the roll compensation coefficient can be determined by experiments before the vehicle is sold.

[0073] ​​​​Since the damping force of the hydraulic suspension is a key parameter for keeping the vehicle stable, after the damping force of the hydraulic suspension of the inside wheel and the outside wheel is adjusted by the above formula, the damping force of the hydraulic suspension of the inside wheel and the outside wheel will change during the turning process, and the change of the damping force is not only related to the turning speed and the steering wheel rotation angle, but also considers the bumping condition of the road (controlled by the road bumping coefficient) and the slipping condition of the road (controlled by the road sliding index), so as to match the adjustment result of the damping force with the actual road condition. At the same time, when adjusting the damping force of the hydraulic suspension, the embodiment also causes the inside wheel and the outside wheel to form a damping force difference (i.e. the damping force of the hydraulic suspension of the outside wheel is larger, and the damping force of the hydraulic suspension of the inside wheel is smaller) based on the roll compensation damping force, so as to suppress the roll of the vehicle during turning, thereby making the vehicle have better stability and comfort.

[0074] In addition, when the rigidity of the hydraulic suspension of the steering wheel is adjusted by the steering auxiliary according to the characteristics of the route, the following formula can be used:

[0075]

[0076] In the above formula, is the rigidity of the hydraulic suspension of the steering wheel after the steering auxiliary adjustment is completed, is the initial rigidity of the hydraulic suspension of the steering wheel, is the continuous turning number influence coefficient, is the turning radius influence coefficient, is the turning radius attenuation influence coefficient, is the continuous turning number, is the average turning radius of the continuous turning, is the minimum turning radius of the vehicle.

[0077] In the above formula, the continuous turning number influence coefficient, the turning radius influence coefficient and the turning radius attenuation influence coefficient can be measured by experiment according to the actual hardware parameters of the vehicle, wherein the continuous turning number influence coefficient is used to control the linear gain of the rigidity of the continuous turning number, the turning radius influence coefficient is used to control the strength of the average turning radius of the continuous turning in the rigidity adjustment process, and the turning radius attenuation influence coefficient is used to control the growth rate of the rigidity when the turning radius decreases.

[0078] ​Since the hydraulic suspension rigidity of the steered wheels influences the steering accuracy of the steered wheels, after the steering auxiliary adjustment of the hydraulic suspension rigidity of the steered wheels by the above formula, the hydraulic suspension rigidity of the steered wheels is adjusted according to the number of continuous turns and the average turn radius of the continuous turns, so that the hydraulic suspension rigidity of the steered wheels can be matched with the actual demand, and the good steering accuracy of the vehicle is ensured.

[0079] The embodiment provides a steering auxiliary control method, which can generate a road bumping coefficient and a road sliding index according to the vibration frequency of the hydraulic suspension and the real-time position of the vehicle, and adjust the damping force of the hydraulic suspension of the vehicle according to the road bumping coefficient and the road sliding index, so that the stability and comfort of the vehicle steering are improved under the premise of considering the road conditions. In addition, the embodiment can adjust the hydraulic suspension rigidity of the steered wheels according to the route characteristics of the continuous turn route when the continuous turn route meets the preset trigger condition in the subsequent driving process, so that the accuracy of the vehicle steering is improved.

[0080] Embodiment two

[0081] Figure 2 The structure of the steering auxiliary control device provided by the embodiment two is shown in Figure 2 The steering auxiliary control device comprises:

[0082] The first acquisition module 210 is configured to acquire the navigation information of the vehicle, and the navigation information comprises a navigation route and a real-time position of the vehicle.

[0083] The second acquisition module 220 is configured to acquire the 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.

[0084] The judgment module 230 is configured to judge whether there is a continuous turn route in the subsequent driving process of the vehicle according to the navigation route, acquire the route characteristics of the continuous turn route when there is a continuous turn route in the subsequent driving process, and judge whether the continuous turn route meets a preset trigger condition according to the route characteristics.

[0085] The adjustment module 240 is configured to acquire the turn speed and the steering wheel rotation angle when receiving a steering instruction and the continuous turn route meets the preset trigger condition, and perform steering auxiliary adjustment on the hydraulic suspension damping force of the inboard wheel and the hydraulic suspension damping force of the outboard wheel according to the turn speed, the steering wheel rotation angle, the road bumping coefficient and the road sliding index, and perform steering auxiliary adjustment on the hydraulic suspension rigidity of the steered wheels according to the route characteristics.

[0086] The steering auxiliary control device provided by the embodiment can acquire the navigation information of the vehicle through the first acquisition module and the second acquisition module, and generate the road bumping coefficient and the road sliding index, can judge whether the continuous turning route in the subsequent driving process meets the preset triggering condition through the judgment module, and can perform steering auxiliary adjustment on the hydraulic suspension damping force of the vehicle based on the road bumping coefficient and the road sliding index through the adjustment module when the steering instruction is received and the continuous turning route meets the preset triggering condition, and perform steering auxiliary adjustment on the hydraulic suspension rigidity of the steering wheel of the vehicle based on the route characteristics of the continuous turning route, so that the vehicle obtains good stability, comfort and accuracy when steering.

[0087] On the basis of the above-mentioned embodiment, the second acquisition module further comprises:

[0088] The road bumping coefficient generation unit is configured to determine the road surface basic type of the area where the vehicle is located according to the real-time position of the vehicle, generate the road bumping base number through the road surface basic type, calculate the average value of the driving wheel suspension vibration frequency and the non-driving wheel suspension vibration frequency, generate the average vibration frequency, and generate the road bumping coefficient according to the average vibration frequency and the road bumping base number.

[0089] The road sliding index generation unit is configured to calculate the difference value of the driving wheel suspension vibration frequency and the non-driving wheel suspension vibration frequency, generate the vibration frequency difference value, acquire the tire friction coefficient of the vehicle, and generate the road sliding index according to the tire friction coefficient of the vehicle and the vibration frequency difference value.

[0090] On the basis of the above-mentioned embodiment, the judgment module further comprises:

[0091] The judgment unit is configured to judge whether the number of continuous turns is greater than the preset number of turning threshold, and judge whether the average turning radius of the continuous turns is less than the preset turning radius threshold.

[0092] The determination unit is configured to determine that the continuous turning route meets the preset triggering condition when the number of continuous turns is greater than the preset number of turning threshold or the average turning radius of the continuous turns is less than the preset turning radius threshold.

[0093] The steering auxiliary control device provided by the embodiment can perform the steering auxiliary control method provided by any embodiment of the application, has the function modules and beneficial effects corresponding to the execution method.

[0094] Embodiment three

[0095] Figure 3 The structural schematic diagram of the device provided by the third embodiment of the application is shown. Figure 3 A block diagram of an exemplary device 12 suitable for use in implementing embodiments of the application is shown. Figure 3The device 12 shown is merely an example and should not impose any limitations on the functionality and scope of use of the embodiments of the present invention.

[0096] like Figure 3 As shown, device 12 is represented 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, system memory 28, and a bus 18 connecting different system components (including system memory 28 and processing unit 16).

[0097] Bus 18 represents one or more of several bus architectures, including a memory bus or memory controller, a peripheral bus, a graphics acceleration port, a processor, or a local bus using any of the various bus architectures. For example, these architectures include, but are not limited to, the Industry Standard Architecture (ISA) bus, the Micro Channel Architecture (MAC) bus, the Enhanced ISA bus, the Video Electronics Standards Association (VESA) local bus, and the Peripheral Component Interconnect (PCI) bus.

[0098] 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.

[0099] 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 used to read and write non-removable, non-volatile magnetic media (… Figure 3 Not shown; usually referred to as a "hard drive"). Although Figure 3 As not shown, disk drives for reading and writing to removable non-volatile disks (e.g., "floppy disks") and optical disc drives for reading and writing to removable non-volatile optical discs (e.g., CD-ROMs, DVD-ROMs, 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 the embodiments of the present invention.

[0100] Program / utility 40 having a set of program modules 42 can be stored in system memory 28 by way of example, such program modules 42 include an operating system, one or more application programs, other program modules, and program data, each or some combination thereof, which may

[0101] Device 12 can also communicate with one or more external devices 14 such as a keyboard or pointing device, a display 24, etc. One or more devices enabling a user to interact with device 12 and / or one or more devices enabling device 12 to communicate with one or more other computing devices. Such communication can be via Input / Output (I / O) interfaces 22. Additionally, device 12 can communicate with one or more networks such as a local area network (LAN), a wide area network (WAN), and / or the Internet through a network adapter 20. As depicted, network adapter 20 communicates with the other components of device 12 via bus 18. It should be understood that although not shown, other hardware and / or software components could be used in conjunction with device 12. These include, but are not limited to, microcode, device drivers, redundant processing units, external disk drive arrays, RAID systems, tape drives, and data archival storage systems, etc.

[0102] Processing unit 16 can execute a program from programs stored in system memory 28, to perform various functions and data processing, such as implementing the steering assistance control method provided by the embodiments of the present application.

[0103] Embodiment Four

[0104] Embodiment Four of the present application also provides a storage medium containing computer executable instructions, which when executed by a computer processor, are used to perform any of the steering assistance control methods provided by the above embodiments.

[0105] The computer storage medium of the embodiments of the present application can adopt any combination of one or more computer-readable media. The computer-readable medium can be a computer-readable signal medium or a computer-readable storage medium. The computer-readable storage medium may, for example, but is not limited to, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, device or apparatus, or any combination thereof. More specific examples (non-exhaustive list) of the computer-readable storage medium include an electrical connection having one or more wires, a portable computer diskette, 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 disc read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the above. In this document, the computer-readable storage medium can be any tangible medium that contains or stores a program that can be used by or in connection with an instruction execution system, apparatus, or device.

[0106] The computer-readable signal medium can include a data signal propagated in baseband or propagated as a carrier wave, in which computer-readable program code is embodied. Such propagated data signals can take a wide variety of forms, including but not limited to electro-magnetic signals, optical signals, or any suitable combination thereof. Computer-readable signal media can also be any computer-readable medium that is not a storage medium, that is, that is not a tangible medium, and that can communicate, propagate or transport programming for use by or in connection with an instruction execution system, apparatus, or device.

[0107] The program code embodied on the computer-readable media can be transmitted using any appropriate medium, including but not limited to wireless, wired, optical fiber cable, RF, etc., or any suitable combination of the above.

[0108] Computer program code for carrying out operations 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).

[0109] Note that the above merely describes preferred embodiments of the present application and the principles of the technology applied. Those skilled in the art will understand 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 through 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 scope of the claims.

Claims

1. A steering assist control method, characterized in that... include: Obtain the vehicle's navigation information, which includes the navigation route and the vehicle's real-time location; The vibration frequency of the hydraulic suspension is obtained, and the road bump coefficient and road slip index are generated based on the vibration frequency and the real-time position of the vehicle. Based on the navigation route, determine whether there are continuous turning routes in the subsequent driving process. When there are continuous turning routes in the subsequent driving process, obtain the route characteristics of the continuous turning routes, and determine whether the continuous turning routes meet the preset trigger conditions based on the route characteristics. When a steering command is received and the continuous turning route meets the preset trigger conditions, the turning speed and steering wheel rotation angle are obtained. Based on the turning speed, steering wheel rotation angle, road bump coefficient and road slip index, the hydraulic suspension damping force of the inner wheel and the hydraulic suspension damping force of the outer wheel are adjusted for steering assistance. The hydraulic suspension rigidity of the steering wheel is also adjusted for steering assistance based on the route characteristics.

2. The steering assist control method according to claim 1, characterized in that: The vibration frequency of the hydraulic suspension includes the vibration frequency of the drive wheel suspension and the vibration frequency of the non-drive wheel suspension. The process of generating the road surface bump coefficient and road surface slip index based on the vibration frequency and the real-time position of the vehicle includes: The road surface type of the area where the vehicle is located is determined based on the real-time location of the vehicle, and a road surface bump factor is generated based on the road surface type; the average vibration frequency of the drive wheel suspension and the average vibration frequency of the non-drive wheel suspension are calculated to generate the average vibration frequency, and a road surface bump factor is generated based on the average vibration frequency and the road surface bump factor. Calculate the difference between the vibration frequencies of the drive wheel suspension and the non-drive wheel suspension to generate a vibration frequency difference value; obtain the vehicle's tire friction coefficient, and generate the road slip index based on the vehicle's tire friction coefficient and the vibration frequency difference value.

3. The steering assist control method according to claim 2, characterized in that: The road surface base types include paved road surfaces and unpaved road surfaces, and the road bump base number generated when the road surface base type is unpaved road surface is greater than the road bump base number generated when the road surface base type is paved road surface. The road bump coefficient is generated based on the average vibration frequency and the road bump baseline, using the following formula: ； In the above formula, The road surface bump coefficient, For frequency correction coefficients, The average vibration frequency, The base correction factor is used. This is the baseline for road surface bumpiness.

4. The steering assist control method according to claim 2, characterized in that: The road slip index is generated based on the difference between the vehicle's tire friction coefficient and vibration frequency, using the following formula: ； In the above formula, The road surface slip index, The coefficient of friction of the tire. The sliding compensation coefficient is... To smooth the compensation index, This represents the difference in vibration frequency.

5. The steering assist control method according to claim 1, characterized in that: The steering assist adjustment of the hydraulic suspension damping force of the inner wheel and the outer wheel in the curve is performed using the following formula: ； ； ； ； In the above formula, The damping force of the hydraulic suspension on the outer wheel after steering assist adjustment is completed. The damping force of the hydraulic suspension on the inside wheel after steering assist adjustment is completed. The basic damping force for hydraulic suspension steering assist adjustment. The roll compensation damping force is used for hydraulic suspension steering assist adjustment. This refers to the hydraulic suspension damping force when the vehicle is stationary. The road surface bump coefficient, This is the centrifugal force proportionality coefficient. The turning speed, The steering wheel rotation angle, This refers to the vehicle's steering gear ratio. This refers to the vehicle's wheelbase. The road surface slip index, This is the roll compensation coefficient. For the weight of the vehicle. The height of the vehicle's center of gravity. This refers to the vehicle's track width.

6. The steering assist control method according to claim 1, characterized in that: The route characteristics of the continuous turning route include the number of consecutive turns and the average turning radius of the consecutive turns; The step of determining whether a continuous turning route meets preset trigger conditions based on route characteristics includes: Determine whether the number of consecutive turns exceeds a preset threshold for the number of turns, and determine whether the average turning radius of the consecutive turns is less than a preset threshold for the turning radius. When the number of consecutive turns exceeds a preset threshold or the average turning radius of consecutive turns is less than a preset threshold, the consecutive turning route is determined to meet the preset triggering conditions.

7. The steering assist control method according to claim 6, characterized in that: The steering assist adjustment of the hydraulic suspension stiffness of the steering wheels based on the route characteristics is performed using the following formula: ； In the above formula, The rigidity of the hydraulic suspension for the steering wheels after steering assist adjustment is achieved. The initial stiffness of the hydraulic suspension for the steering wheels. The coefficient representing the influence of the number of consecutive turns. The turning radius influence coefficient. The turning radius attenuation factor is the coefficient. This refers to the number of consecutive turns. The average turning radius of continuous turns. This is the vehicle's minimum turning radius.

8. A steering assist control device, characterized in that, include: The first acquisition module is used to acquire the vehicle's navigation information, which includes the navigation route and the vehicle's real-time location. The second acquisition module is used to acquire 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. The judgment module is used to determine whether there are continuous turning routes in the subsequent driving process of the vehicle based on the navigation route. When there are continuous turning routes in the subsequent driving process, the module obtains the route characteristics of the continuous turning routes and determines whether the continuous turning routes meet the preset trigger conditions based on the route characteristics. The adjustment module is used to obtain the turning speed and steering wheel rotation angle when a steering command is received and the continuous turning route meets the preset trigger conditions. Based on the turning speed, steering wheel rotation angle, road bump coefficient and road slip index, it performs steering assistance adjustment on the hydraulic suspension damping force of the inner wheel and the outer wheel of the turn, and performs steering assistance adjustment on the hydraulic suspension rigidity of the steering wheel according to the route characteristics.

9. A device, characterized in that, The device includes: One or more processors; 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 1-7.

10. A storage medium containing computer-executable instructions, which, when executed by a computer processor, are used to perform the steering assist control method as described in any one of claims 1-7.

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