Vehicle steering control method and device, vehicle and storage medium

Abstract

The embodiment of the invention provides a vehicle steering control method and device, a vehicle and a storage medium, and the method comprises the steps: responding to a received steering instruction, carrying out the safety detection of a current vehicle steering scene of the vehicle, and obtaining a scene safety state; in response to the situation that the scene safety state represents that the vehicle has a safety risk and a convenient steering function on the vehicle is in an activated state, obtaining a basic steering radius and a target steering radius of the vehicle; brake parameters of a target brake on the vehicle are determined based on the basic steering radius and the target steering radius; steering equipment of the vehicle is controlled to operate based on the steering instruction, and a target brake is controlled to operate based on the braking parameters to control vehicle steering. The technical problem that the control accuracy of the steering radius of the vehicle is poor in the prior art is solved.

Description

TECHNICAL FIELD

[0001] Embodiments of the present application relate to the technical field of steering control, and particularly relate to a vehicle steering control method and device, a vehicle, and a storage medium. BACKGROUND

[0002] Flexibility and maneuverability of a vehicle are one of the important standards for measuring driving experience and safety, and with the acceleration of urbanization, more and more vehicles are driving in narrow road environments, especially in old city areas, parking lots and alleys, and the vehicles often face the problems of difficult U-turn and large turning radius. How to quickly and effectively complete the steering or U-turn action in a narrow road, a parking lot or an emergency situation is crucial for improving the passability of the vehicle and avoiding potential dangers. However, the current two-wheel drive and four-wheel drive vehicles have poor control accuracy of the turning radius when steering, which further leads to low efficiency of the vehicle when U-turning or steering in a narrow road. SUMMARY

[0003] Embodiments of the present application provide a vehicle steering control method and device, a vehicle, and a storage medium, aiming to improve the problem of poor control accuracy of the vehicle turning radius in the related art.

[0004] According to an embodiment of the present application, a vehicle steering control method is provided, including: in response to a received steering instruction, performing safety detection on a vehicle turning scene in which a vehicle currently locates to obtain a scene safety state, wherein the scene safety state is used to represent whether the vehicle will have a safety risk in the case of controlling the vehicle to steer based on the steering instruction; in response to the scene safety state representing that the vehicle will have a safety risk and a convenient steering function on the vehicle being in an activated state, obtaining a basic turning radius of the vehicle and a target turning radius, wherein the basic turning radius is used to represent a turning radius used for controlling the vehicle to steer based on the steering instruction, the target turning radius is used to represent a turning radius used for assisting the vehicle to steer by the convenient steering function, and the target turning radius is smaller than the basic turning radius; determining a braking parameter of a target brake on the vehicle based on the basic turning radius and the target turning radius, wherein a braking position of the target brake matches a steering direction contained in the steering instruction; controlling a steering device of the vehicle to operate based on the steering instruction, and controlling the target brake to operate based on the braking parameter, so as to control the vehicle to steer.

[0005] The above optional embodiments of the present application can achieve the following beneficial effects: by pre-detecting the steering scene where the current vehicle is located, it is ensured that there is no safety risk when the vehicle is steering, when the scene safety state is evaluated as safe and the convenient steering function is in the activated state, the steering system obtains the basic steering radius and the target steering radius of the vehicle, and constructs the braking parameter of the target brake based on the above basic steering radius and target steering radius, so as to accurately apply the braking force to the inner rear wheel of the vehicle, thereby ensuring that the application of the above braking force can effectively reduce the steering radius and will not cause the wheel to be locked, and maintaining the steering efficiency and stability of the vehicle. Finally, the steering system controls the steering equipment on the vehicle to operate based on the steering instruction, and controls the target brake to operate according to the above braking parameter, so as to accurately control the steering of the vehicle. This cooperative control strategy ensures that the vehicle can balance safety and flexibility when steering, and by automatically adjusting the braking force and the driving force, the vehicle can smoothly steer with a smaller steering radius while maintaining the stability of the vehicle, thereby achieving the technical effect of improving the accurate control of the steering radius of the vehicle, and solving the problem of poor control accuracy of the steering radius of the vehicle in the related art.

[0006] According to an embodiment of the present application, a vehicle steering device is provided, comprising: a scene acquisition module, configured to perform safety detection on a vehicle steering scene where a vehicle is currently located in response to detecting a steering instruction acting on the vehicle, to obtain a scene safety state, wherein the scene safety state is used to represent whether the vehicle will have a safety risk when the vehicle is controlled to steer based on the steering instruction; a radius acquisition module, configured to acquire a basic steering radius and a target steering radius of the vehicle in response to the scene safety state representing that the vehicle will have a safety risk and a convenient steering function on the vehicle being in an activated state, wherein the basic steering radius is used to represent a steering radius used when the vehicle is controlled to steer based on the steering instruction, the target steering radius is used to represent a steering radius used when the vehicle is assisted to steer by the convenient steering function, and the target steering radius is smaller than the basic steering radius; a parameter construction module, configured to construct a braking parameter of a target brake on the vehicle based on the basic steering radius and the target steering radius, wherein a braking position of the target brake matches a steering direction contained in the steering instruction; and a vehicle control module, configured to control a steering equipment on the vehicle to operate based on the steering instruction, and control the target brake to operate based on the braking parameter, so as to control the vehicle to steer. BRIEF DESCRIPTION OF DRAWINGS

[0007] Figure 1 is a flowchart of a vehicle steering control method provided by an embodiment of the present application;

[0008] Figure 2 is a schematic diagram of an acting force of an optional convenient steering function provided by an embodiment of the present application;

[0009] Figure 3 is a schematic diagram of a use effect of an optional convenient steering function provided by an embodiment of the present application;

[0010] Figure 4 is a schematic diagram of a state conversion of an optional convenient steering function provided by an embodiment of the present application;

[0011] Figure 5 is a schematic diagram of a virtual button of an optional convenient steering function provided by an embodiment of the present application;

[0012] Figure 6 is a schematic diagram of an interaction parameter of an optional auxiliary control unit, a vehicle control unit and a brake system controller provided by an embodiment of the present application;

[0013] Figure 7 is a timing diagram of an optional convenient steering function provided by an embodiment of the present application;

[0014] Figure 8 is a structural diagram of a control device for vehicle steering provided by an embodiment of the present application;

[0015] Figure 9 is a structural diagram of a vehicle provided by an embodiment of the present application. DETAILED DESCRIPTION

[0016] In order to make the technical problems, technical solutions and beneficial effects solved by the present application clearer, the present application will be further described in detail below with reference to embodiments. It should be understood that the specific embodiments described herein are only used to explain the present application and not intended to limit the present application.

[0017] In the current automobile technology, the method for reducing the vehicle steering radius is mainly realized by increasing the rear wheel steering function or using the distributed drive system of the wheel motor. Among them, increasing the rear wheel steering function usually controls the rear wheel to produce a certain steering angle when the vehicle is steering, so as to assist the front wheel steering, thereby reducing the overall steering radius. This scheme is more common in large vehicles such as mine trucks, luxury cars, etc., but its hardware cost is high, and it has high requirements for the structure of the vehicle, which is not suitable for ordinary passenger cars. Another scheme is to use the independent control ability of the wheel motor, by differentiating the control of the torque of the left and right wheels, so that the vehicle produces a yaw effect when steering, thereby effectively reducing the steering radius. This method is used in electric vehicles and some high-end vehicles, but due to the high cost of the wheel motor and its steering system, its popularity in ordinary vehicles is limited.

[0018] Some nouns or terms appearing in the process of describing the embodiments of the present application are applicable to the following explanations:

[0019] Convenient Turning Function (CTF): An intelligent driving assistance function designed to reduce the turning radius of a vehicle when making a low-speed turn or U-turn by controlling the vehicle's braking and drive systems.

[0020] Auxiliary Control Unit (ACU): An electronic module on a vehicle used to assist in controlling specific functions. In different vehicles and systems, the ACU can perform different duties.

[0021] Vehicle Control Unit (VCU): The core part of the vehicle's electronic system, responsible for coordinating and managing the operation of multiple subsystems of the vehicle, ensuring that the overall control strategy of the vehicle is implemented.

[0022] Brake Control System (BCS): An electronic system dedicated to monitoring and controlling the vehicle's braking system. The BCS is responsible for ensuring the braking performance of the vehicle under various conditions.

[0023] The embodiments of the present application provide a vehicle turning control method, Figure 1 is a flowchart of the vehicle turning control method provided by an embodiment of the present application, please refer to Figure 1 , comprising the following steps:

[0024] S110: In response to the received turning instruction, the safety of the vehicle in the current vehicle turning scene is detected to obtain the scene safety state, wherein the scene safety state is used to represent whether the vehicle will have a safety risk when the vehicle is controlled to turn based on the turning instruction.

[0025] The above-mentioned turning instruction can be a control command issued by the driver or the vehicle automatic driving system, requiring the vehicle to change the driving direction. For example, the above-mentioned turning instruction can be realized by the rotation of the steering wheel or the turning control signal of the automatic driving system, but is not limited thereto. When the above-mentioned turning system of the vehicle receives the above-mentioned turning instruction, it can respond to the instruction to adjust the angle of the front wheel or other turning wheel of the above-mentioned vehicle, thereby guiding the vehicle to turn.

[0026] The above-mentioned turning scene can be the environment or condition in which the above-mentioned vehicle is located when executing the turning instruction. For example, the above-mentioned turning scene can include at least one or more of the following components: road surface conditions (such as wet, dry, sandy, snowy, etc.), traffic conditions around the road where the vehicle is located, dynamic state of the vehicle (such as whether it is accelerating, decelerating or maintaining constant speed), size of the turning angle, distance between the vehicle and the obstacle, and load of the vehicle, etc., but is not limited thereto.

[0027] The scenario safety state can be a result of evaluating the safety of the vehicle executing the steering instruction in different steering scenarios. For example, the scenario safety state can be obtained based on the current driving conditions, environmental factors, and the state of the vehicle itself, analyzing the potential safety risks that can occur during the steering of the vehicle, but is not limited thereto.

[0028] In an optional embodiment, considering that the environment around the vehicle can include various static or dynamic obstacles such as pedestrians, other vehicles, etc., if the vehicle does not identify the obstacles in advance when steering, it can cause the vehicle to collide with the obstacles during steering, thereby causing an accident. Therefore, in order to prevent the vehicle from colliding with the obstacles during steering and to ensure the safety of the vehicle during steering, when the vehicle steering system (hereinafter referred to as the steering system) receives the steering instruction, the steering system can collect data through sensors such as radar and cameras, analyze the relative position and speed between the obstacles and the vehicle, and determine the scenario safety state based on the analysis data to identify the risks that the vehicle can encounter during steering in advance.

[0029] In another optional embodiment, in order to improve the efficiency of the safety detection, the steering system can also collect a large amount of training data of vehicle steering scenarios, including vehicle state, environmental information, driver operation, etc., and based on the data, use a machine learning algorithm to pre-train an identification model for identifying and evaluating factors that can pose potential risks to the vehicle during steering in the current driving scenario. When the steering instruction is detected, the steering system can input the current vehicle state and environmental information into the trained identification model, which can evaluate the potential risks of the vehicle during steering, thereby outputting the scenario safety state to guide the steering system to perform the steering operation of the vehicle, thereby ensuring the safety of the vehicle during steering.

[0030] Through the safety detection in the above steps, it can be ensured that the safety state of the scenario can be effectively judged when the vehicle executes the steering instruction, and the operation that can bring safety risks under inappropriate conditions can be avoided. If any safety risk is detected, the steering system can prevent the vehicle from executing the steering instruction, or take appropriate emergency measures such as automatic braking or steering correction to avoid accidents.

[0031] S120: In response to the scene safety state representing that the vehicle will have a safety risk, and the convenient steering function on the vehicle being in an activated state, obtaining a basic steering radius and a target steering radius of the vehicle, wherein the basic steering radius is used to represent a steering radius used for controlling the vehicle to steer based on a steering instruction, and the target steering radius is used to represent a steering radius used for assisting the vehicle to steer through the convenient steering function, and the target steering radius is smaller than the basic steering radius.

[0032] The convenient steering function described above can be a vehicle assisted driving function, and the main role of the convenient steering function described above can be to adjust the power output and brake distribution of the vehicle when the vehicle is steering or turning around, so as to reduce the steering radius of the vehicle, thereby improving the maneuverability of the vehicle in narrow roads or spaces. The convenient steering function described above can not depend on additional hardware, such as additional steering motors or steering mechanisms, but can utilize the existing power system and brake system of the vehicle to achieve dynamic adjustment of vehicle steering through intelligent control.

[0033] The basic steering radius described above can refer to the radius required for the vehicle to complete steering when the vehicle is controlled to steer only by a steering instruction without the assistance of the convenient steering function.

[0034] The target steering radius described above can be the radius required for the vehicle to complete steering after the convenient steering function is activated. Since the convenient steering function described above can control the braking force of the inner wheel and the driving force distribution of the whole vehicle to make the vehicle generate yaw or rotate in place, the target steering radius described above can be smaller than the basic steering radius. This ability to reduce the steering radius enables the vehicle to steer or turn around more easily in a limited space, thereby improving the flexibility and safety of driving.

[0035] In an optional embodiment, it is considered that reducing the turning radius of the vehicle when performing the turning operation can reduce the space required for the vehicle to turn, so that the vehicle can quickly avoid obstacles and reduce the possibility of accidents. Therefore, when the safety state of the above-mentioned scenario indicates that there is a safety risk during the turning of the vehicle, the turning system can use the convenient turning function of the vehicle to avoid the risk. Based on this, the turning system also needs to determine that the convenient turning function is currently in an available state, that is, the above-mentioned activated state. If the convenient turning function is already in the activated state, the turning system can further calculate the turning radius used by the vehicle to control the vehicle to turn based on the turning angle in the turning instruction, that is, the above-mentioned basic turning radius, and the turning system can also obtain the turning radius used by the vehicle to assist the vehicle to turn through the convenient turning function, that is, the above-mentioned target turning radius, which is smaller than the above-mentioned basic turning radius. The turning system can analyze the relationship between the basic turning radius and the target turning radius, and use the convenient turning function to develop a new turning control strategy to avoid the current safety risk.

[0036] In another optional embodiment, in order to reduce the calculation burden of the turning system, the turning system can also read historical turning data from the database of the vehicle, including but not limited to turning angle, vehicle speed, tire pressure and road type, and use regression analysis or other statistical methods in advance to build a basic turning radius calculation model based on the above-mentioned historical data. The model can accurately calculate the above-mentioned basic turning radius under the given turning instruction and vehicle speed. In addition, the turning system can also combine machine learning algorithms to pre-train a target turning radius calculation model that can predict a smaller turning radius based on the current vehicle state (including brake pressure, drive torque, vehicle speed, turning angle, etc.). So that when the above-mentioned convenient turning function is activated, the turning system can use the model to calculate the above-mentioned target turning radius according to the real-time input of the vehicle state parameters.

[0037] S130: determining the braking parameter of the target brake of the vehicle based on the basic turning radius and the target turning radius, wherein the braking position of the target brake matches the turning direction contained in the turning instruction.

[0038] The above-mentioned target brake can refer to the wheel brake that needs to apply additional braking force according to the turning direction when the above-mentioned vehicle is performing the convenient turning function. For example, when the above-mentioned vehicle needs to turn left or right to reduce the turning radius, applying braking force to the inner side wheel can help the vehicle generate yaw moment, thereby achieving a smaller turning radius. At this time, the above-mentioned target brake can refer to the wheel brake located on the inner side of the vehicle.

[0039] The braking parameter can be a specific numerical indicator that controls the target brake to achieve the desired effect of reducing the steering radius. For example, the braking parameter can include at least one or more of the following: brake force size, brake force distribution strategy, brake duration, etc., but is not limited thereto.

[0040] In an optional embodiment, considering that the size and distribution of the braking force determine the degree of yaw and stability of the vehicle during steering, in order to reduce the steering radius of the vehicle to avoid the risk scenario currently faced by the vehicle, the steering system can calculate the braking parameter to apply precise braking force to the target brake. Because the steering radius is too small, it can exceed the limit of the vehicle steering system, causing damage to the vehicle steering system, thereby introducing a new risk factor. During the calculation of the braking parameter of the target brake by the steering system, the base steering radius and the target steering radius need to be considered comprehensively, so as to control the actual steering radius of the vehicle within a reasonable range, to ensure the safety and stability of the vehicle during steering while reducing the steering radius. Therefore, the construction of the braking parameter can be based on the base steering radius and the target steering radius to construct the braking parameter of the target brake of the vehicle.

[0041] For example, if the vehicle is a front-wheel drive vehicle, the vehicle needs to make a sharp turn in a narrow urban street, at this time, the steering system can identify the wheel matching the steering direction, i.e. the inner wheel as the target brake, and further calculate the required lateral force size according to the difference between the target steering radius and the base steering radius. Subsequently, the steering system can consider the friction coefficient, vehicle load and brake characteristics to convert the lateral force requirement into the brake torque requirement of the target brake. In order to avoid tire lock, the steering system needs to ensure that the brake torque is within the allowable range, while adjusting the power system output to maintain vehicle stability.

[0042] For another example, if the vehicle is a four-wheel drive vehicle, the vehicle tries to pass through a particularly narrow curve in a snowy environment, the steering system can identify all the inner wheels matching the steering direction as the target brake. Subsequently, the steering system can calculate the additional braking force required for steering in combination with the friction limit in the snowy environment. Then, the steering system can distribute the braking force to all the inner wheels, and the braking force of each tire can be different, depending on the distance of the tire from the steering center and the dynamic characteristics of the vehicle. Finally, the steering system can coordinate the four-wheel drive system to adjust the power distribution of the front and rear wheels to enhance the dynamic stability of the vehicle.

[0043] In the above steps, the control of combining the steering instruction and the brake parameter can realize dynamic response, that is, the steering angle and the brake force size are adjusted in real time according to the speed of the vehicle, the road condition and the input of the driver, to ensure the stability and safety of the vehicle during steering.

[0044] S140: Control the steering device of the vehicle to operate based on the steering instruction, and control the target brake to operate based on the brake parameter, to control the steering of the vehicle.

[0045] In an optional embodiment, considering that when the driver gives a steering instruction, the instruction needs to be accurately converted into control of the steering device, so as to ensure that the vehicle changes direction according to the intention of the driver. Further considering that when the vehicle is steering, if a risk scenario is faced, steering operation according to the above steering instruction control completely may not be enough to avoid the above risk scenario. Therefore, the steering system can first control the steering device on the vehicle to operate based on the above steering instruction, and control the target brake to operate based on the above brake parameter during the operation of the steering device, to adjust the original steering path based on the above steering instruction, so that the vehicle can meet the steering demand of the driver while avoiding the above risk scenario, thereby improving the safety of the vehicle during steering.

[0046] The above optional embodiment of the present application can achieve the following beneficial effects: by pre-checking the safety of the steering scenario in which the current vehicle is located, it is ensured that there is no safety risk when the vehicle is steering, when the scene safety state is evaluated as safe and the convenient steering function is in the activated state, the steering system obtains the basic steering radius and the target steering radius of the vehicle, and constructs the brake parameter of the target brake based on the above basic steering radius and the target steering radius, to accurately apply brake force to the inner rear wheel of the vehicle, so as to ensure that the application of the above brake force can effectively reduce the steering radius without causing the wheel to lock, maintaining the steering efficiency and stability of the vehicle. Finally, the steering system controls the steering device on the vehicle to operate based on the steering instruction, and controls the target brake to operate according to the above brake parameter, to accurately control the steering of the vehicle. This cooperative control strategy ensures that the vehicle can balance safety and flexibility during steering, by automatically adjusting the brake force and the driving force, so that the vehicle can smoothly steer with a smaller steering radius while maintaining the stability of the vehicle, achieving the technical effect of improving the accurate control of the steering radius of the vehicle, and solving the problem of poor control accuracy of the steering radius of the vehicle in the related art.

[0047] Further, the braking position comprises a position corresponding to a target wheel on the vehicle, the target wheel being used to represent an inner rear wheel in a steering direction of the vehicle, and the braking parameter comprises a braking force applied to the target wheel by a target brake; the braking parameter of the target brake on the vehicle is constructed based on the base turning radius and the target turning radius, including: obtaining a turning radius difference value based on a difference between the base turning radius and the target turning radius; determining a braking torque of the target brake based on the turning radius difference value and a turning angle of the vehicle contained in the steering instruction; and determining the braking force based on the braking torque and an effective radius of a friction surface of a brake disc in the target brake.

[0048] The target wheel can be a rear wheel on the vehicle located on an inner side in a steering direction when the vehicle is steering. When the vehicle is steering, the radius of the travel path of the wheel on the inner side in the steering direction is smaller than that of the wheel on the outer side, and thus applying a braking force to the rear wheel on the inner side can reduce the overall turning radius of the vehicle, making the vehicle more flexible in steering or turning operations.

[0049] The turning radius difference value can be a difference between the base turning radius and the target turning radius when the vehicle is using the convenient steering function. The turning radius difference value can reflect the degree of improvement in the steering flexibility of the vehicle before and after the function is turned on.

[0050] The braking torque can be a torque generated by the force applied to the target wheel on the target wheel, used to reduce the turning radius of the vehicle. The size of the braking torque can depend on the turning radius difference value and the turning angle of the vehicle. The braking torque can also be dynamically adjusted according to the current state and steering requirements of the vehicle to ensure that the vehicle smoothly and effectively reduces the turning radius, while avoiding wheel lock or excessive wear.

[0051] The effective radius of the friction surface can be a radius of a friction surface of a brake disc in contact with a brake pad in the target brake. Because the size of the braking force is directly related to the radius of the friction surface, the effective radius of the friction surface is important for calculating the braking force.

[0052] In an optional embodiment, the above-mentioned base turning radius generally refers to the radius of the vehicle when it naturally turns without any additional force intervention, while the above-mentioned target turning radius refers to a smaller turning radius that the driver hopes the vehicle can achieve in a specific driving environment (such as a narrow road). By calculating the difference between the above-mentioned base turning radius and the target turning radius, i.e. the above-mentioned turning radius difference, the steering system can help quantify the size of the braking force to achieve the above-mentioned target turning radius. Therefore, the steering system can first calculate the difference between the above-mentioned base turning radius and the target turning radius to obtain the above-mentioned turning radius difference. After obtaining the above-mentioned turning radius difference, the steering system also needs to consider how to use the brake torque to affect the turning characteristics of the vehicle, where the above-mentioned brake torque refers to the torque generated by the brake, which can affect the rotational speed of the wheel and in turn affect the overall turning behavior of the vehicle. Therefore, in order to accurately determine which side of the wheel should be applied with the braking force and determine the size of the above-mentioned braking force, the steering system can also calculate the brake torque of the above-mentioned target brake based on the above-mentioned turning radius difference and the vehicle turning angle contained in the steering instruction. Finally, the steering system can use the brake torque and the effective radius of the friction surface of the brake disc to calculate the actual required braking force.

[0053] In the above steps, by finely calculating and controlling the braking parameters of the target brake, the vehicle can stably travel with a smaller turning radius when turning, while reducing the additional requirements for the vehicle hardware, improving the user experience, and expanding the adaptability and handling performance of the vehicle in complex environments.

[0054] Further, based on the turning radius difference and the vehicle turning angle contained in the steering instruction, determining the brake torque of the target brake includes: obtaining the wheel track and the wheelbase of the vehicle, and the sine value of the vehicle turning angle; obtaining a comprehensive correction coefficient matched with the turning radius difference from a correction coefficient table, wherein the correction coefficient table is used to store the mapping relationship between the turning radius difference and the comprehensive correction coefficient; and determining the brake torque based on the comprehensive correction coefficient, the wheel track, the wheelbase, the sine value, and the turning radius difference.

[0055] The above-mentioned correction coefficient table can be a data table used to store the mapping relationship between the turning radius difference and the corresponding correction coefficient. The above-mentioned correction coefficient table can be pre-set based on experimental data, vehicle characteristics, road conditions, and other factors, aiming to adjust the control parameters of the above-mentioned vehicle to achieve better control effect on the above-mentioned vehicle.

[0056] The above-mentioned comprehensive correction coefficient can be a coefficient used in the vehicle control algorithm. The above-mentioned comprehensive correction coefficient can comprehensively consider multiple factors that affect the dynamic performance of the vehicle, for example, the above-mentioned factors can include at least one or more of the following: wheel track, wheelbase, sine value of the turning angle, and turning radius difference, but not limited thereto.

[0057] In an optional embodiment, considering that the wheelbase and the track of the vehicle are geometric parameters inherent to the vehicle, which affect the dynamic performance of the vehicle, including the turning radius. In the convenient steering control, these parameters are used to calculate the effective length and width of the vehicle when steering, which is crucial for predicting the dynamic behavior of the vehicle when steering and calculating the braking torque. In addition, during the steering of the vehicle, the larger the sine value of the steering angle, the larger the steering angle of the vehicle, and the larger the lateral force that needs to be overcome, and the steering system also needs to consider the sine value of the steering angle of the vehicle when calculating the braking torque to ensure that the vehicle can maintain stability when steering. Therefore, the steering system can first obtain the wheelbase and track of the vehicle, and the sine value of the steering angle of the vehicle. Further considering that the difference in turning radius under different vehicles, different road conditions, and different vehicle speeds is different, the braking torque demand of the vehicle is different, so the steering system also needs to accurately construct a comprehensive correction coefficient to dynamically adjust the calculation of the braking torque for different conditions (such as vehicle parameters, road conditions, and vehicle speed) to ensure the accuracy and effectiveness of the control strategy. Based on this, the steering system can also pre-set a correction coefficient table that stores the mapping relationship between the turning radius difference and the comprehensive correction coefficient, so that the steering system can query the comprehensive correction coefficient matching the turning radius difference from the correction coefficient table based on the turning radius difference. Finally, since the size of the above braking torque directly affects the yaw effect of the vehicle when steering, and the above yaw effect is affected by the vehicle geometry, the steering angle, and the comprehensive correction coefficient. Therefore, the steering system needs to consider the comprehensive correction coefficient, the wheelbase, the track, the sine value, and the turning radius difference when calculating the above braking torque, so as to ensure that the distribution of the above braking torque can meet the demand of reducing the turning radius, and will not cause the vehicle to lose control or the tire to be excessively worn.

[0058] In another optional embodiment, the calculation process of the above basic turning radius can be as follows:

[0059] R0 = L / sin θ.

[0060] In the formula, R0 represents the above basic turning radius, L represents the above vehicle track, and θ represents the above vehicle steering angle. The calculation of the above turning radius difference can be as follows:

[0061] ΔR = k·B·T / L·sin θ.

[0062] In the formula, ΔR represents the above turning radius difference, k represents the comprehensive correction coefficient, B represents the wheelbase of the vehicle, L represents the above vehicle track, and θ represents the above vehicle steering angle.

[0063] In the above steps, based on the comprehensive correction coefficient, the vehicle wheel track, the vehicle wheelbase, the sine value and the steering radius difference, the brake torque is determined, which can make full use of the inherent structural parameters of the vehicle and the real-time driving operation information, realize the precise control of the target wheel braking force, and effectively reduce the steering radius of the vehicle, improve the flexibility of the vehicle and the driving experience of the driver. For the case of frequent steering in complex environment, such as narrow streets in cities, parking lots, etc., the application of the above steps can significantly reduce the operation difficulty of the driver and enhance the passing ability and safety of the vehicle.

[0064] Further, based on the brake torque and the effective radius of the friction surface of the brake disc in the target brake, the brake force is determined, including: obtaining the friction coefficient between the target wheel and the current driving surface of the vehicle; based on the friction coefficient, the effective radius of the friction surface and the brake torque, the brake force is determined.

[0065] The friction coefficient can be a coefficient for describing the friction between the target wheel and the current driving surface of the vehicle. The friction coefficient can affect the size of the tire grip of the vehicle, and further affect the effect of the brake force.

[0066] In an alternative embodiment, different road surfaces (such as wet asphalt, dry cement road, sand or snow) have different friction coefficients. On a road surface with a low friction coefficient (such as a wet road), the wheels are more likely to slip, and if the brake force is increased blindly without knowing the friction coefficient, it may cause the wheels to lock and the vehicle to lose control, increasing the risk of accidents. Therefore, by obtaining the friction coefficient between the target wheel and the current driving surface of the vehicle, the steering system can ensure that the brake force is applied to the wheels within a safe range to avoid dangerous situations. Further considering that when steering, brake force is applied to the inner wheels to reduce the steering radius, but if the brake force is too large and exceeds the friction limit of the tire and the road, it will also cause the tire to slip. Combined with the above friction coefficient, the effective radius of the friction surface and the brake torque, the required brake force of the target wheel can be more accurately calculated, so that the brake force can both reduce the steering radius and not exceed the tire grip, thereby realizing the reduction of the steering radius while ensuring the safety of the vehicle during steering.

[0067] In another alternative embodiment, the relationship between the brake torque and the brake force can be shown as follows:

[0068] T = μ·F·r.

[0069] In the formula, T represents the brake torque, μ represents the friction coefficient, F represents the brake force, and r represents the effective radius of the friction surface.

[0070] In the above steps, by accurately calculating the above braking torque, it can be ensured that during steering, the braking force of the inner rear wheel of the vehicle can not only effectively reduce the steering radius, but also will not make the wheel completely locked to cause loss of control or damage the tire, so as to not only improve the maneuverability of the vehicle in complex environment, but also enhance the driving safety, and realize the fine management of the vehicle performance.

[0071] Further, the steering device at least comprises: an accelerator pedal; controlling the steering device on the vehicle to operate based on the steering instruction, comprising: identifying the steering instruction to obtain an initial pedal opening degree of the accelerator pedal; determining an opening degree adjustment value of the accelerator pedal based on the opening degree mapping relationship and the braking force contained in the braking parameter, wherein the opening degree mapping relationship is used to represent the mapping relationship between the braking force and the opening degree adjustment value; increasing the initial pedal opening degree based on the opening degree adjustment value to obtain a target pedal opening degree; and controlling the accelerator pedal to operate based on the target pedal opening degree.

[0072] The above initial pedal opening degree can refer to the degree of depression of the accelerator pedal before the driver executes the steering instruction. The above initial pedal opening degree can reflect the speed or acceleration state that the driver hopes the vehicle to achieve at the beginning of steering.

[0073] The above opening degree mapping relationship can be a data structure for storing the association relationship between different braking forces and different opening degree adjustment values. The above opening degree mapping relationship can describe the relationship between the above braking force and the change amount of the accelerator pedal opening degree, so as to ensure that under different braking force conditions, the vehicle can obtain a more appropriate acceleration or deceleration to realize a smaller steering radius while keeping the vehicle stable.

[0074] The above opening degree adjustment value can be a numerical value calculated according to the above opening degree mapping relationship after identifying the steering instruction and determining the braking force, and used to adjust the initial opening degree of the accelerator pedal.

[0075] The above target pedal opening degree can be the opening degree state that the accelerator pedal finally reaches after the opening degree adjustment value processing. The above target pedal opening degree can be the accelerator pedal opening degree value set by the steering system when the convenient steering function is activated, in order to realize better steering performance.

[0076] In an optional embodiment, considering that the acceleration state of the vehicle may need to be adjusted to some extent to match the change of the braking force in order to ensure the stability and safety of the vehicle during the steering, the steering system can identify the steering instruction to obtain the initial pedal opening of the acceleration pedal, so that the steering system knows the degree of control of the driver on the acceleration of the vehicle before steering. Further considering that by adjusting the initial pedal opening, the steering system can appropriately increase the driving torque under the premise of ensuring the stability of the vehicle, so that the vehicle can still maintain sufficient power output when the braking force is applied. Therefore, in order to accurately determine the adjustment scale of the initial pedal opening, the steering system can also construct a mapping relationship between the braking force and the opening adjustment value according to the experimental calibration data in advance, that is, the opening mapping relationship.

[0077] After obtaining the initial pedal opening, the steering system can determine the opening adjustment value for adjusting the initial pedal opening according to the opening mapping relationship and the braking force contained in the braking parameter. After determining the opening adjustment value of the acceleration pedal, the steering system can increase the initial pedal opening based on the opening adjustment value to calculate a target pedal opening, that is, a new opening value of the acceleration pedal that should be adjusted based on the steering instruction and the applied braking force. The increase processing is to ensure that the vehicle can provide sufficient power to support the yaw motion of the vehicle during steering under the action of the braking force, thereby reducing the steering radius. Finally, the steering system can apply the calculated target pedal opening to the actual control of the vehicle, that is, control the operation of the acceleration pedal based on the target pedal opening, so that the actual opening of the acceleration pedal can match the target pedal opening.

[0078] Through the above steps, the convenient steering function can intelligently adapt to different driving conditions, improve the maneuverability of the vehicle in narrow roads or low-speed environments, and reduce the additional requirements for the hardware of the vehicle, so that the steering system can ensure the coordination of the power output and the braking force of the vehicle during steering, achieve a smaller steering radius, and maintain the stability and safety of the vehicle.

[0079] Further, the method further comprises: in response to controlling the vehicle to turn, obtaining a wheel slip ratio of the target wheel on the vehicle; in response to the wheel slip ratio not being in a preset wheel slip ratio range, determining a current vehicle turning state of the vehicle based on the wheel slip ratio; based on the vehicle turning state, adjusting the target pedal opening corresponding to the steering instruction and the braking force contained in the braking parameter to obtain a new target pedal opening and a new braking force; controlling the vehicle to turn based on the new target pedal opening and the new braking force, and re-executing the operation of obtaining the wheel slip ratio, and in the case that the wheel slip ratio is not in the preset wheel slip ratio range, determining the vehicle turning state based on the wheel slip ratio, and adjusting the target pedal opening and the braking force based on the vehicle turning state, until the wheel slip ratio is in the preset wheel slip ratio range.

[0080] The wheel slip ratio described above can be a parameter used to describe the degree of wheel slip when the wheel is braked or driven. The wheel slip ratio described above can be obtained by calculating the relationship between the angular velocity of the wheel and the speed of the vehicle.

[0081] The preset wheel slip ratio range described above can refer to a target range of wheel slip ratio set by the vehicle in order to achieve better turning performance. Within the preset wheel slip ratio range, the friction between the tire and the ground can be maintained at a high level, while avoiding complete wheel lock or excessive wheel spin, thereby ensuring the stability and responsiveness of the vehicle during turning.

[0082] The vehicle turning state described above can be the driving state of the vehicle after the turning operation is performed during driving. The vehicle turning state described above can be described and classified in terms of multiple aspects such as steering angle, steering rate, lateral movement of the wheel, body posture, etc., but is not limited thereto.

[0083] In an optional embodiment, considering that the wheel slip ratio described above is an important indicator of the degree of wheel slip relative to the ground, which directly reflects the grip and stability of the vehicle during steering, excessive slip ratio can cause the wheel to lose grip and the vehicle to lose control, so monitoring the slip ratio can prevent such conditions from occurring. High-precision wheel slip ratio helps improve the response speed and control accuracy of the steering system, ensuring that the vehicle can quickly adjust its state during steering. By continuously monitoring the wheel slip ratio, information about the interaction between the wheel and the ground can be obtained in a timely manner, providing a data basis for subsequent control strategies. Therefore, when controlling the above vehicle to steer, the steering system can obtain the wheel slip ratio of the target wheel on the vehicle, and can evaluate the obtained wheel slip ratio. If the above wheel slip ratio is not within the above preset slip ratio range, it means that the above vehicle may be in a state of over-steering, under-steering, or ideal steering. The control method required by the vehicle varies depending on the steering state of the vehicle. In order to achieve accurate control of the vehicle steering, the steering system can determine the current vehicle steering state of the vehicle based on the wheel slip ratio. After determining the above vehicle steering state, the steering system can further adjust the target pedal opening corresponding to the steering instruction and the brake force contained in the brake parameter based on the above vehicle steering state, thereby obtaining a new target pedal opening and a new brake force. The steering system can reasonably allocate brake force and adjust driving force, so that the vehicle is more flexible during steering, reduces the steering radius, and improves steering efficiency. Finally, the steering system can control the above vehicle to steer based on the above new target pedal opening and new brake force, and rejudge whether the current wheel slip ratio of the target wheel is within the above preset slip ratio range. If the above wheel slip ratio is still not within the above preset slip ratio range, the steering system can repeat the above adjustment process until the wheel slip ratio is within the preset slip ratio range.

[0084] For example, the steering system can use a wheel speed sensor to monitor the actual rotational speed of the inner wheel in real time, and use a vehicle speed sensor (such as a wheel speed sensor, speed data of a global positioning system, etc.) to obtain the current driving speed of the vehicle. Subsequently, the steering system can convert the rotational speed of the inner wheel into linear speed and compare it with the driving speed of the vehicle to calculate the wheel slip ratio. After calculating the above wheel slip ratio, the steering system can initially estimate whether the wheel slip ratio of the inner wheel is within the above preset slip ratio range.

[0085] Specifically, if the wheel slip rate exceeds the upper limit of the preset slip rate range, the steering system can determine that the current vehicle steering state of the vehicle is an over-steering state, at this time, the steering system can reduce the braking force of the inner wheel and increase the braking force of the outer wheel to obtain a new braking force, guide the vehicle to return to straight driving or slow down the steering degree, at the same time, the steering system can reduce the opening degree of the accelerator pedal to obtain a new target pedal opening degree, reduce the overall driving force of the vehicle, and avoid further wheel slip.

[0086] If the wheel slip rate is less than the lower limit of the preset slip rate range, the steering system can determine that the current vehicle steering state of the vehicle is an under-steering state, at this time, the steering system can increase the braking force of the inner wheel and appropriately reduce the braking force of the outer wheel to obtain a new braking force, to make the vehicle generate additional steering torque and enhance the steering effect, at the same time, the steering system can also increase the opening degree of the accelerator pedal to obtain a new target pedal opening degree, thereby increasing the driving force of the vehicle, especially the driving force of the outer steering wheel, to help the vehicle steer better.

[0087] After adjusting the target pedal opening degree and the braking force, and obtaining the new target pedal opening degree and the new braking force, the steering system can execute a new control strategy to obtain a new wheel slip rate, and evaluate the new wheel slip rate to adjust the steering performance of the vehicle. Specifically, the steering system can take the new pedal opening degree and the braking force value as input, and dynamically adjust the pedal opening degree and the braking force according to the deviation between the preset slip rate range and the new slip rate through a PID (Proportional Integral Derivative) controller or similar algorithm, and monitor the wheel slip rate in real time until the wheel slip rate stabilizes within the preset slip rate range.

[0088] In the above steps, by continuously adjusting the wheel slip rate, the wheel slip rate is kept within the preset slip rate range, so that the vehicle can neither slide too much to lose control during steering, nor be affected by too much braking force during driving, thereby achieving a balance between safety and performance.

[0089] Further, the wheel slip rate of the target wheel of the vehicle is obtained, including: obtaining a wheel linear speed of the target wheel and a current driving speed of the vehicle; and determining the wheel slip rate based on the wheel linear speed and the current driving speed.

[0090] The wheel linear speed can be the instantaneous speed of the wheel edge relative to the ground. The wheel linear speed can be calculated by the angular speed of the wheel and the wheel radius.

[0091] In an alternative embodiment, it is considered that the above-mentioned wheel linear velocity directly affects the friction between the wheel and the road surface and the dynamic characteristics of the vehicle. Therefore, knowing the above-mentioned wheel linear velocity of the target wheel helps the steering system to accurately calculate the size of the above-mentioned wheel slip ratio to achieve the desired vehicle yaw effect without completely locking the wheel, which leads to the loss of control of the vehicle. It is further considered that the current driving speed of the vehicle is one of the basic data for evaluating the dynamic behavior of the vehicle. When driving at high speed, the yaw force required for vehicle steering is larger, while at low speed it is relatively smaller. Therefore, the current driving speed is an important basis for determining how to adjust the wheel slip ratio and the distribution of braking force. Based on this, the steering system can first obtain the wheel linear velocity of the above-mentioned target wheel and the current driving speed of the vehicle, and can calculate the wheel slip ratio of the above-mentioned target wheel based on the wheel linear velocity and the current driving speed.

[0092] In another alternative embodiment, the calculation process of the above-mentioned wheel slip ratio can be as follows:

[0093] S = (U - U ω / U) x 100%;

[0094] U ω = r W.

[0095] In the formula, S represents the above-mentioned wheel slip ratio, U represents the above-mentioned current driving speed, U ω represents the above-mentioned wheel linear velocity, r represents the wheel radius, and W represents the wheel angular velocity.

[0096] In the above-mentioned step, obtaining the wheel linear velocity and the current driving speed of the vehicle and calculating the wheel slip ratio are key links to achieve precise vehicle dynamic control, which can help us to achieve convenient steering of the vehicle without changing the hardware configuration of the vehicle, and improve the safety and convenience of driving.

[0097] In order to facilitate understanding, Figure 2 is a schematic diagram of the force of an alternative convenient steering function provided by an embodiment of the present application, as Figure 2 shown, the upper left corner rectangle in the figure represents the left front wheel of the vehicle, the upper right corner rectangle in the figure represents the right front wheel of the vehicle, the lower left corner rectangle in the figure represents the left rear wheel of the vehicle, and the lower right corner rectangle in the figure represents the right rear wheel of the vehicle. F FL represents the left front wheel driving force, F FR represents the right front wheel driving force, F RL represents the left rear wheel driving force, F RRrepresents the right rear wheel driving force, and F represents the right rear wheel braking force. When the vehicle is turning to the right, the driving forces of the left front wheel, the right front wheel, and the left rear wheel remain normal to maintain the forward driving power of the vehicle, and the convenient turning function can apply a partial braking force to the right rear wheel, but ensures that the wheel is not completely locked to generate a lateral force of the vehicle to the left (the opposite direction of the turning direction), thereby reducing the turning radius.

[0098] Figure 3 is a schematic diagram of the use effect of an optional convenient turning function provided by an embodiment of the present application, as Figure 3 shown, the figure shows a driving scene of the vehicle turning to the left, wherein the solid line represents the vehicle turning trajectory when the convenient turning function is started, and the dashed line represents the vehicle turning trajectory when the convenient turning function is turned off. As can be seen from the figure, after starting the convenient turning function, the turning radius of the vehicle can be significantly reduced, so that the vehicle can effectively avoid obstacles in the turning process.

[0099] Further, the current vehicle turning scene of the vehicle is detected for safety to obtain a scene safety state, including: obstacle detection is performed on the vehicle turning scene to obtain an obstacle detection result, wherein the obstacle detection result is used to represent whether there is an obstacle in the vehicle turning scene; in response to the obstacle detection result being that there is an obstacle in the vehicle turning scene, the current vehicle position of the vehicle and the obstacle parameters of the obstacle are obtained; based on the current vehicle position and the obstacle parameters, the vehicle is simulated to turn according to the turning instruction to obtain a turning simulation result, wherein the turning simulation result is used to represent whether the vehicle will collide with the obstacle when the vehicle turns according to the turning instruction; in response to the turning simulation result representing that the vehicle will collide with the obstacle, it is determined that the vehicle turning scene represents that the vehicle will have a safety risk.

[0100] The above obstacle detection result can be a result of detecting the surrounding environment by a perception system (such as radar, camera, lidar, etc.) of the vehicle to determine whether there is an obstacle in the vehicle turning scene. For example, the above obstacle detection result can be a binary flag indicating "there is an obstacle" or "there is no obstacle", but is not limited thereto.

[0101] The above obstacle parameters can be detailed parameters about the obstacle collected by the perception system when the obstacle detection result indicates that there is an obstacle. For example, the above obstacle parameters can include at least one or more of the following: the position of the obstacle (coordinates relative to the vehicle coordinate system), the size of the obstacle (length, width, height), the shape of the obstacle (such as rectangle, circle, etc.), the moving direction and speed of the obstacle (if the obstacle is dynamic), etc., but are not limited thereto.

[0102] The steering simulation result can be a result of a steering simulation of the steering system based on the obstacle parameters and the current state of the vehicle (e.g., position, speed, direction, etc.) using a mathematical model or physical simulation. The steering simulation result can predict whether the vehicle will collide with the obstacle when the vehicle turns according to the steering instruction of the driver or the automatic driving system. For example, the steering simulation result can be a binary flag indicating “collision” or “no collision”, but is not limited thereto.

[0103] In an optional embodiment, considering that the vehicle may encounter static or dynamic obstacles such as other vehicles, pedestrians, fixed objects, etc. when turning, especially in scenes such as narrow roads or crowded parking lots. In order to ensure the safety of the vehicle during the turning process, the steering system can detect obstacles in the vehicle turning scene through sensors such as cameras, radars, lidars, etc. to obtain real-time environmental information, determine whether there is a potential collision risk, and construct the obstacle detection result. After the obstacle detection result indicates that there is an obstacle during the turning process, the steering system can further obtain the current vehicle position of the vehicle and the obstacle parameters corresponding to the obstacle existing during the turning process, which is crucial for subsequent collision prediction and obstacle avoidance strategy formulation. For example, the current vehicle position and the obstacle position contained in the obstacle parameters can be used to calculate the distance between the vehicle and the obstacle, and the obstacle size and shape contained in the obstacle parameters can affect the planning of the obstacle avoidance path.

[0104] After obtaining the current vehicle position and the obstacle parameters, the steering system can perform a steering simulation of the vehicle according to the steering instruction based on the current vehicle position and the obstacle parameters to predict whether the vehicle will collide with the obstacle under the control of the current steering instruction, thereby constructing the steering simulation result. The steering simulation process can consider the dynamic characteristics of the vehicle, such as steering radius, vehicle speed and acceleration, etc., as well as the relative position and motion state of the obstacle, thereby helping to evaluate the feasibility of the steering instruction in the actual environment, i.e., whether it will collide with the obstacle, and further enabling the steering system to give an early warning of potential collision risks. If the steering simulation result indicates that the vehicle will collide with the obstacle when executing the steering instruction, it means that there is a safety risk in the vehicle turning scene. At this time, the steering system needs to take measures such as adjusting the steering instruction, reducing the speed or stopping the vehicle to avoid collision.

[0105] The above steps constitute a complete vehicle turning safety assistance system, which can prevent collision accidents during turning and ensure the safety of the vehicle and personnel through real-time environmental perception, accurate obstacle information acquisition, dynamic turning behavior prediction, and immediate risk assessment.

[0106] Further, the method further comprises: in response to detecting the steering instruction and the convenient steering function being in the standby state, acquiring a current driving parameter of the vehicle and a road surface parameter of a current driving road surface of the vehicle; and in response to the driving parameter and the road surface parameter satisfying a function activation condition, controlling the convenient steering function to enter an activated state.

[0107] The driving parameter can be a parameter reflecting a current running state of the vehicle during driving of the vehicle. For example, the driving parameter can include at least one or more of a vehicle speed, a steering wheel angle, a vehicle power state, a braking state, an acceleration, a deceleration, etc., but is not limited thereto. The driving parameter is crucial for determining whether the vehicle is in a scenario suitable for using the convenient steering function.

[0108] The road surface parameter can be a road surface condition affecting driving performance of the vehicle. For example, the road surface parameter can include at least one or more of a road surface type (e.g., asphalt road, cement road, sand, snow, etc.) and a road surface condition (e.g., wet, dry, presence or absence of obstacles, etc.), but is not limited thereto. By identifying and evaluating the road surface parameter, the steering system can ensure safety and handling performance of the vehicle when using the convenient steering function.

[0109] The function activation condition can be a series of preset rules or standards for determining whether the vehicle can safely activate the convenient steering function. The function activation condition can be set based on the driving parameter and the road surface parameter. For example, the function activation condition can include at least one or more of a vehicle speed being lower than a threshold value, a steering wheel angle reaching or exceeding a preset angle, the vehicle being in a stable state, and the road surface having sufficient friction to support yaw motion of the vehicle, but is not limited thereto.

[0110] In an alternative embodiment, it is considered that the above-mentioned easy steering function should be activated only when the driver or the autonomous vehicle has an actual steering demand, so as to avoid unnecessary increase of the vehicle wear or impact on normal driving. Therefore, the steering system can first detect the steering instruction, and if the above-mentioned steering instruction is detected, the steering system also needs to ensure that the function is ready to be activated, so as to prevent repeated activation in the case where the function is not ready or the function is already activated, causing system confusion. In the case where the steering system detects the above-mentioned steering instruction and the above-mentioned easy steering function is in standby state, the steering system can prepare for activation of the easy steering function. It is further considered that the above-mentioned current driving parameters of the vehicle can evaluate whether the current vehicle state is suitable for activating the easy steering function, and the above-mentioned road surface condition of the current driving road surface directly affects the dynamic response and control effect of the vehicle. Therefore, the steering system can obtain the above-mentioned driving parameters and road surface parameters, and further judge whether the above-mentioned driving parameters and road surface parameters meet the activation condition of the easy steering function, so as to avoid using the function in inappropriate conditions, thereby reducing the potential driving risk. If the above-mentioned driving parameters and road surface parameters meet the function activation condition, the steering system can control the easy steering function to enter the activated state, so as to provide better steering performance and driving safety in the steering process of the vehicle.

[0111] For example, the steering system can use the steering wheel angle sensor to monitor the steering action of the driver in real time, and when it is detected that the steering wheel angle reaches a preset threshold (for example, the steering wheel is full or reaches a certain angle), it is considered that a steering instruction is received. At this time, the steering system can further detect whether the easy steering function is in standby state. If the easy steering function is in standby state, the steering system can obtain the current vehicle speed through the vehicle speed sensor, and check the dynamic stability steering system state of the vehicle, to ensure that the dynamic stability steering system has no warning or failure. In addition, the steering system can also monitor the opening degree of the accelerator pedal to evaluate the acceleration intention of the driver, so as to construct the above-mentioned current driving parameters of the vehicle. The steering system can use the road surface recognition system of the vehicle (which can be a camera based on vision, radar or a special road surface sensing sensor) to identify the type of the current driving road surface, such as asphalt, cement, sand, snow, etc., so as to construct the road surface parameters of the current road surface of the vehicle. Subsequently, the steering system can judge whether the above-mentioned driving parameters and road surface parameters meet the activation condition. Specifically, if the current vehicle speed is lower than a set threshold, the road surface type is hard road surface (asphalt or cement) and the friction coefficient is high enough, the steering system can determine that the above-mentioned driving parameters and road surface parameters meet the activation condition, allowing the easy steering function to enter the activated state. If the vehicle speed is higher than the threshold or the road surface condition is poor (such as sand or snow), the steering system can determine that the above-mentioned driving parameters and road surface parameters do not meet the activation condition, at this time, the steering system can keep the standby state of the easy steering function, waiting for the activation condition to be met.

[0112] For example, the activation of the above-mentioned convenient steering function can not be a simple binary switch state, but a gradual adjustment of the braking force of the inner wheel and the driving force of the vehicle according to the dynamic changes of the vehicle speed, the road conditions and the driver's operation. When the steering system detects the steering instruction, even if the above-mentioned driving parameters and road parameters do not fully meet the activation conditions of the convenient steering function, the braking force and the driving force can be slightly increased, and as the above-mentioned driving parameters and road parameters are closer to the activation conditions, the steering system can gradually increase the adjustment range of the braking force and the driving force until the current larger efficiency point is reached.

[0113] The above-mentioned steps ensure that the steering system can accurately evaluate the environmental conditions of the vehicle, and then determine whether the activation conditions of the convenient steering function are met. When the driving parameters and the road parameters meet the requirements of the function activation, the steering system smoothly switches the convenient steering function from the standby state to the active state, which not only embodies the intelligence and safety of the convenient steering function, but also responds to the steering demand of the driver in time.

[0114] For the convenience of understanding, Figure 4 is a schematic diagram of an optional state conversion of the convenient steering function provided by an embodiment of the present application, as shown in Figure 4 The function state of the convenient steering function includes OFF, Standby and Active. Among them, OFF means that the convenient steering function is turned off. Standby means that the convenient steering function is in standby state, and the user can control the convenient steering function to enter the Standby state by clicking the virtual switch on the center control screen or through voice and gesture instructions. Figure 5 is a schematic diagram of an optional virtual button of the convenient steering function provided by an embodiment of the present application, as shown in Figure 5 The user can control the start and stop of the convenient steering function by clicking the virtual switch on the center control screen. The Standby state can be set by the power-on and power-off memory method to avoid the need for the user to manually trigger every time. The Standby state can be understood as the preparation state of the above-mentioned convenient steering function, at this time, the convenient steering function has not yet started to work. Active means that the convenient steering function is activated, and the convenient steering function can automatically enter the Active state after the vehicle meets the activation conditions. Only when the convenient steering function enters the Active state, the turning radius of the vehicle can be reduced.

[0115] The switching logic of the above-mentioned OFF, Standby and Active three function states can be as follows:

[0116] OFF to Standby: When switching from OFF to Standby, the vehicle needs to meet preconditions, which can include that the vehicle power source gear is in the on state, the vehicle powertrain is not faulty, and the vehicle brake system is not faulty. After meeting the preconditions, if the user triggers the convenient steering function to turn on by clicking the virtual switch on the center screen or through voice and gesture instructions, the function state of the convenient steering function can be switched from OFF to Standby.

[0117] Standby to OFF: If the current function state of the convenient steering function is in Standby, and the user triggers the convenient steering function to turn off by clicking the virtual switch on the center screen or through voice and gesture instructions, or the power source gear of the vehicle is in the off state, the function state of the convenient steering function can be switched from Standby to OFF.

[0118] Standby to Active: If the function state of the convenient steering function is to be switched from Standby to Active, the vehicle needs to meet the following conditions at the same time: the vehicle is in a running state, the current vehicle speed is less than a preset speed, the absolute value of the steering wheel angle is greater than a preset angle, the vehicle gear is a preset gear (such as D), the brake pedal is not stepped on, all vehicle doors are closed, the passenger seat belt is buckled, the accelerator pedal opening is greater than a preset opening, the intelligent driving control function is not turned on, and the road slope is less than a preset slope.

[0119] Active to Standby: If the function state of the convenient steering function is to be switched from Active to Standby, the vehicle needs to meet at least one of the following conditions: the vehicle is not in a running state, the current vehicle speed is greater than a preset speed, the absolute value of the steering wheel angle is less than a preset angle, the vehicle gear is not a preset gear (such as D), the brake pedal is stepped on, there is a vehicle door that is not closed, the passenger seat belt is not buckled, the accelerator pedal opening is less than a preset opening, the intelligent driving control function is turned on, and the road slope is greater than a preset slope.

[0120] Active to OFF: If the current function state of the convenient steering function is in Active, the user triggers the convenient steering function to turn off by clicking the virtual switch on the center screen or through voice and gesture instructions, or the power source gear of the vehicle is in the off state, the function state of the convenient steering function can be switched from Active to OFF.

[0121] Through the above steps, the intelligence and safety of the convenient steering function are ensured, so that the convenient steering function can be intelligently adjusted according to the real-time state of the vehicle and the road, and safe and effective steering assistance is provided for the driver.

[0122] Figure 6is a schematic diagram of interaction parameters of an optional auxiliary control unit, a vehicle control unit and a brake system controller provided by an embodiment of the present application, as shown in Figure 6 The ACU initiates a request for function activation to the VCU through a host function activation request signal. The VCU feeds back a VCU easy steering function state and a VCU easy steering available state to the ACU, indicating whether the conditions for starting the easy steering function are met and the actual state of the function. The BCS can send a BCS easy steering function state, a BCS easy steering available state, a BCS easy steering torque request value, a BCS easy steering torque increase state and a BCS easy steering torque decrease state to the VCU. The VCU can determine a vehicle accelerator pedal opening degree, a VCU easy steering available state, a VCU easy steering function state, a VCU actual torque effective bit and a VCU actual torque according to the parameters sent by the BCS.

[0123] Figure 7 is a timing diagram of an optional easy steering function provided by an embodiment of the present application, as shown in Figure 7 When the user clicks the easy steering function button to start the function, the ACU easy steering activation request is in the ON state shown in the diagram. When the user clicks the easy steering function button to stop the function, the ACU easy steering activation request is in the OFF state shown in the diagram. Then, the BCS starts to release pressure, and the VCU starts to take over the torque after the BCS completes the pressure release.

[0124] At the start time, the BCS easy steering function state is in the OFF state. When the ACU easy steering activation request is in the ON state, the BCS easy steering function state is switched from OFF to Standby. When the VCU normally responds to the driver torque, the BCS easy steering function state is switched from Standby to Active. During the process from when the BCS starts to release pressure to when the VCU starts to take over the torque after the BCS completes the pressure release, the BCS easy steering function state is switched from Active to RampOff, and finally switched back to Standby from RampOff, where the RampOff state means to reduce or cancel the additional braking force or driving force. When the user clicks the easy steering function button to stop the function, the BCS easy steering function state is switched from Standby to OFF. When the BCS easy steering function state is in the Active state, if the user clicks the easy steering function button to stop the function, the BCS starts to release pressure, and the VCU starts to take over the torque after the BCS completes the pressure release. During this process, the BCS easy steering function state is switched from Active to RampOff, and finally switched back to Standby from RampOff.

[0125] At the beginning moment, the VCU easy steering function state is in OFF state. When the ACU easy steering on request is in ON state, the VCU easy steering function state is switched from OFF to Standby state. When the VCU normally responds to the driver torque, the VCU easy steering function state is switched from Standby to Active state. After the BCS pressure relief is completed and the VCU starts to take over the torque, the VCU easy steering function state is switched from Active to Standby state. When the user clicks the easy steering function button to close the function, the VCU easy steering function state is switched from Standby to OFF state. When the BCS easy steering function state is in Active state, if the easy steering function button is clicked to close the function, the VCU easy steering function state is switched from Standby to OFF state, and then the BCS starts to relieve pressure, and the VCU starts to take over the torque after the BCS pressure relief is completed.

[0126] Further, the function activation condition includes: the vehicle is in a driving process; the driving speed of the vehicle is less than a preset speed threshold; the absolute value of the steering wheel angle of the vehicle is greater than a preset angle threshold; the driving gear of the vehicle is a preset gear; the brake pedal of the vehicle is in a preset pedal state; the door of the vehicle is in a preset door state; the safety belt on the seat where the user is located on the vehicle is in a preset connection state; the acceleration pedal opening degree of the acceleration pedal of the vehicle is greater than a preset opening degree threshold; the vehicle is controlled by the driver; and the road slope of the current driving road of the vehicle is less than a preset slope threshold.

[0127] In an optional embodiment, the design of the above function activation condition aims to ensure that the vehicle easy steering function is enabled in a safe, controllable and suitable environment, so as to improve the user experience and avoid potential dangers. Specifically, the above function activation condition can be explained as follows:

[0128] The fact that the vehicle is in a driving process ensures that the easy steering function can only be activated when the vehicle is actually moving, avoiding misoperation at the moment of vehicle start or static state, and improving the safety of the easy steering function.

[0129] Since the stability and safety requirements of the vehicle at high speed are higher, the easy steering function may not be safely executed. Therefore, the driving speed of the vehicle being less than the preset speed threshold can ensure that the vehicle is in a controllable range, so that the easy steering function is safer and more effective.

[0130] The steering wheel angle close to the preset angle is a necessary condition for realizing the reduction of the steering radius. The absolute value of the steering wheel angle of the vehicle being greater than the preset angle threshold can ensure that the easy steering function will take effect when the vehicle is trying to make a large steering.

[0131] The driving gear of the vehicle is in a preset gear, which can avoid the execution of the convenient steering function in a wrong gear, to further improve the use safety of the convenient steering function.

[0132] The brake pedal of the vehicle is in a preset pedal state, which means that the brake pedal is not stepped on, which avoids the activation of the convenient steering function when braking.

[0133] When starting the convenient steering function, the doors of the vehicle should be in a preset door state, which ensures the safety inside the vehicle and avoids the operation that may produce a large lateral force under the condition that the doors are not closed, causing passenger safety problems.

[0134] Before using the above-mentioned convenient steering function, the steering system can also detect whether the safety belt on the seat where the user is located on the vehicle is in a preset connection state, which is a basic safety requirement to prevent passengers from being injured due to sudden lateral movement of the vehicle during function execution.

[0135] The accelerator pedal opening degree of the accelerator pedal on the vehicle is greater than a preset opening threshold, which requires the user to at least step on the accelerator pedal, because the convenient steering function may need additional power support, and at the same time ensures that the vehicle will not attempt this operation without power output, causing the vehicle to stall or lose control.

[0136] The vehicle is controlled by the driver, which can ensure the operation under the direct control of the driver, avoid conflict with the automatic driving or auxiliary driving system, and ensure the correctness and safety of the function.

[0137] Because the dynamic characteristics of the vehicle on a high slope are complex, the function execution may be unstable, which also increases the control difficulty and safety risk, and the current road surface slope of the vehicle is less than a preset slope threshold, which can ensure that the vehicle uses the convenient steering function only on flat ground or small slope, to improve the safety of the vehicle during driving.

[0138] The application embodiment also provides a vehicle steering control device 80, please refer to Figure 8The vehicle 90 comprises a scene acquisition module 810, a radius acquisition module 820, a parameter construction module 830, and a vehicle control module 840. The scene acquisition module 810 is configured to perform safety detection on a vehicle turning scene in which the vehicle currently locates in response to detecting a turning instruction acting on the vehicle, to obtain a scene safety state. The scene safety state is used to represent whether the vehicle will have a safety risk in a case that the vehicle is controlled to turn based on the turning instruction. The radius acquisition module 820 is configured to acquire a basic turning radius and a target turning radius of the vehicle in response to the scene safety state representing that the vehicle will have the safety risk and a convenient turning function on the vehicle being in an activated state. The basic turning radius is used to represent a turning radius used for controlling the vehicle to turn based on the turning instruction. The target turning radius is used to represent a turning radius used for assisting the vehicle to turn by the convenient turning function. The target turning radius is smaller than the basic turning radius. The parameter construction module 830 is configured to construct a braking parameter of a target brake on the vehicle based on the basic turning radius and the target turning radius. The braking position of the target brake matches a turning direction contained in the turning instruction. The vehicle control module 840 is configured to control a steering device on the vehicle to operate based on the turning instruction, and control the target brake to operate based on the braking parameter, so as to control the vehicle to turn.

[0139] The present application also provides a vehicle 90, please refer to Figure 9 , comprising a memory 910 and a steering system 920, wherein the memory 910, for storing computer programs; steering system 920, for executing the program stored on the memory 910, realize any embodiment of the present application as described in the control method of vehicle turning.

[0140] The present application also provides a computer readable storage medium, the computer readable storage medium has stored therein a computer program, the computer program is executed by the processor to realize any embodiment of the present application as described in the control method of vehicle turning.

[0141] In the present application, a plurality of refers to two or more than two.

[0142] In the present application, unless otherwise explicitly limited, the terms "mounting", "connected", "connected" should be understood broadly, for example, it can be fixedly connected, or it can be detachably connected, or integrally connected; it can be physical connection, or electrical connection; it can be directly connected, or indirectly connected through intermediate medium, it can be the communication between two elements. For those skilled in the art, the specific meaning of the above terms in the present application can be understood according to the specific circumstances.

[0143] The terms "first", "second", "third", "fourth" and the like (if any) in the present application are used to distinguish similar objects, and do not necessarily describe a specific order or sequence.

[0144] The term "and / or", within the context of the present application, is used to associate associated objects, and means that three relationships can exist, for example, A and / or B can mean that A exists alone, A and B exist together, and B exists alone. In addition, the character " / " within the present application generally means that the associated objects before and after are in an "or" relationship.

[0145] If not specifically stated, all steps of the present application can be performed in sequence or randomly. For example, the method comprises steps A and B, which means that the method can comprise steps A and B performed in sequence, or steps B and A performed in sequence. For example, the method can further comprise step C, which means that step C can be added to the method in any order, for example, the method can comprise steps A, B and C, or steps A, C and B, or steps C, A and B, etc.

[0146] The above only describes the preferred embodiments of the present application and is not intended to limit the present application. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application shall be included in the protection scope of the present application.

Claims

1. A method for controlling vehicle steering, characterized in that: include: In response to the received steering command, performing a safety check on a vehicle steering scene currently in which the vehicle is located to obtain a scene safety status, wherein the scene safety status is used to indicate whether a safety risk will occur to the vehicle when the vehicle is controlled to steer based on the steering command; In response to the scenario safety status indicating that the vehicle presents a safety risk and a convenient steering function on the vehicle being activated, obtaining a basic turning radius and a target turning radius of the vehicle, wherein the basic turning radius is used to represent a turning radius used for controlling the vehicle to steer based on the steering command, and the target turning radius is used to represent a turning radius used for assisting the vehicle in steering by the convenient steering function, and the target turning radius is smaller than the basic turning radius; determining a braking parameter of a target brake on the vehicle based on the basic turning radius and the target turning radius, wherein a braking position of the target brake matches a steering direction included in the steering instruction; The steering device of the vehicle is controlled to operate based on the steering command, and the target brake operation is controlled based on the braking parameter to control the steering of the vehicle.

2. The method according to claim 1, characterized in that The braking position includes: a position corresponding to a target wheel on the vehicle, the target wheel being used to represent the inner rear wheel of the vehicle in the steering direction; the braking parameters include: a braking force applied by the target brake to the target wheel; and constructing the braking parameters of the target brake on the vehicle based on the basic turning radius and the target turning radius includes: obtaining a turning radius difference based on a difference between the basic turning radius and the target turning radius; determining a braking torque of the target brake based on the turning radius difference and a vehicle steering angle included in the steering instruction; The braking force is determined based on the braking torque and an effective radius of a friction surface of a brake disk in the target brake.

3. The method according to claim 2, characterized in that Determining the braking torque of the target brake based on the turning radius difference and the vehicle steering angle included in the steering instruction includes: Obtaining the vehicle track and vehicle wheelbase of the vehicle, and the sine value of the vehicle steering angle; Obtaining a comprehensive correction coefficient that matches the turning radius difference from a correction coefficient table, wherein the correction coefficient table is used to store a mapping relationship between the turning radius difference and the comprehensive correction coefficient; The braking torque is determined based on the comprehensive correction coefficient, the vehicle track width, the vehicle wheelbase, the sine value, and the turning radius difference.

4. The method according to claim 2, characterized in that Determining the braking force based on the braking torque and an effective radius of a friction surface of a brake disc in the target brake includes: Obtaining a friction coefficient between the target wheel and the road surface on which the vehicle is currently traveling; The braking force is determined based on the friction coefficient, the effective radius of the friction surface, and the braking torque.

5. The method according to claim 1, wherein The steering device includes at least an accelerator pedal; and controlling the operation of the steering device on the vehicle based on the steering instruction includes: Identifying the steering command to obtain an initial pedal opening of the accelerator pedal; determining an opening adjustment value of the accelerator pedal based on an opening mapping relationship and a braking force included in the braking parameter, wherein the opening mapping relationship is used to represent a mapping relationship between the braking force and the opening adjustment value; increasing the initial pedal opening based on the opening adjustment value to obtain a target pedal opening; The accelerator pedal operation is controlled based on the target pedal opening.

6. The method according to claim 1, characterized in that The method further comprises: In response to controlling the steering of the vehicle, obtaining a wheel slip ratio of a target wheel on the vehicle; In response to the wheel slip ratio not being within a preset slip ratio range, determining a current vehicle steering state of the vehicle based on the wheel slip ratio; Based on the vehicle steering state, adjusting the target pedal opening corresponding to the steering instruction and the braking force included in the braking parameter to obtain a new target pedal opening and a new braking force; The vehicle steering is controlled based on the new target pedal opening and the new braking force, and the wheel slip ratio is obtained again. When the wheel slip ratio is not within the preset slip ratio range, the vehicle steering state is determined based on the wheel slip ratio, and the target pedal opening and the braking force are adjusted based on the vehicle steering state until the wheel slip ratio is within the preset slip ratio range.

7. The method according to claim 6, characterized in that Obtaining a wheel slip rate of a target wheel on the vehicle, comprising: Obtaining the wheel linear velocity of the target wheel and the current driving speed of the vehicle; The wheel slip ratio is determined based on the wheel linear velocity and the current driving speed.

8. The method according to claim 1, characterized in that Perform a safety check on the vehicle turning scene currently in which the vehicle is located to obtain a scene safety status, including: performing obstacle detection on the vehicle turning scene to obtain an obstacle detection result, wherein the obstacle detection result is used to indicate whether there is an obstacle in the vehicle turning scene; In response to the obstacle detection result indicating that the obstacle exists in the vehicle turning scene, obtaining a current vehicle position of the vehicle and obstacle parameters of the obstacle; Based on the current vehicle position and the obstacle parameters, performing steering simulation on the vehicle according to the steering instruction to obtain a steering simulation result, wherein the steering simulation result is used to indicate whether the vehicle will collide with the obstacle when turning according to the steering instruction; In response to the steering simulation result indicating that the vehicle will collide with the obstacle, it is determined that the vehicle steering scenario indicates that a safety risk will occur to the vehicle.

9. The method according to claim 1, characterized in that The method further comprises: In response to detecting the steering instruction and the convenient steering function being in a standby state, obtaining current driving parameters of the vehicle and road surface parameters of the road surface on which the vehicle is currently traveling; In response to the driving parameter and the road surface parameter satisfying a function activation condition, the convenient steering function is controlled to enter the activation state.

10. The method according to claim 9, characterized in that The function activation conditions include: The vehicle is in a moving process; The vehicle's travel speed is less than a preset speed threshold; The absolute value of the steering wheel angle of the vehicle is greater than a preset angle threshold; The driving gear of the vehicle is a preset gear; The brake pedal of the vehicle is in a preset pedal state; The doors of the vehicle are in a preset door state; The seat belt of the user's seat in the vehicle is in a preset connection state; The accelerator pedal opening of the accelerator pedal on the vehicle is greater than a preset opening threshold; The vehicle is controlled by a driver; The road slope of the road on which the vehicle is currently traveling is less than a preset slope threshold.

11. A vehicle steering device, characterized in that: include: a scene acquisition module, configured to, in response to detecting a steering command acting on a vehicle, perform a safety check on a vehicle steering scene in which the vehicle is currently located, and obtain a scene safety status, wherein the scene safety status is used to indicate whether a safety risk will occur to the vehicle when the vehicle is controlled to steer based on the steering command; a radius acquisition module, configured to, in response to the scene safety status indicating that the vehicle presents a safety risk and the convenient steering function on the vehicle being activated, acquire a basic turning radius and a target turning radius of the vehicle, wherein the basic turning radius is used to represent a turning radius used to control the vehicle to steer based on the steering instruction, and the target turning radius is used to represent a turning radius used to assist the vehicle in steering by the convenient steering function, and the target turning radius is smaller than the basic turning radius; a parameter construction module, configured to construct a braking parameter of a target brake on the vehicle based on the basic turning radius and the target turning radius, wherein a braking position of the target brake matches a turning direction included in the turning instruction; A vehicle control module is configured to control the operation of a steering device on the vehicle based on the steering instruction, and to control the operation of the target brake based on the braking parameter, so as to control the steering of the vehicle.

12. A vehicle, characterized in that: including a steering system and a memory, wherein Memory for storing computer programs; A steering system, configured to execute a program stored in a memory to implement the method described in any one of claims 1 to 10.

13. A computer-readable storage medium, characterized in that The computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the method according to any one of claims 1 to 10 is implemented.

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