A vehicle steering control method, device, vehicle, and medium

Abstract

This application provides a vehicle steering control method, device, vehicle, and medium. The method includes: acquiring vehicle steering control parameters; searching for the corresponding linear and nonlinear characteristic vehicle speeds in a pre-calibrated set of characteristic vehicle speeds based on the steering control parameters; determining a reference yaw rate based on the steering control parameters, the linear and nonlinear characteristic vehicle speeds; acquiring the vehicle's yaw compensation state; determining a compensation yaw rate based on the steering control parameters when the yaw compensation state is in an active state; determining a target yaw rate based on the reference yaw rate and the compensation yaw rate; and controlling the vehicle steering based on the target yaw rate. This application can ensure that the target yaw rate is consistent with the actual yaw rate, enhance the stability of vehicle steering control, avoid false triggering of steering control, and improve vehicle driving safety and ride comfort.

Description

Technical Field

[0001] This application relates to the field of steering control, and in particular to a vehicle steering control method, device, vehicle, and medium. Background Technology

[0002] During vehicle steering, yaw rate is usually calculated based on a two-degree-of-freedom model for vehicle steering control. The core of this approach is to simplify the vehicle into a linear system that only contains lateral and yaw motions, and to linearly calculate the yaw rate during the current steering process.

[0003] While this method can meet the needs of vehicle steering control to some extent, it relies on the assumption of a linear relationship between tire lateral force and slip angle, failing to consider the nonlinear saturation characteristics of the tire. Furthermore, during vehicle steering, factors such as body sway, crosswinds, and changes in suspension characteristics can cause deviations between the calculated yaw rate and the actual required yaw rate. This deviation can lead to decreased stability in vehicle steering control and may even cause false triggering of steering control, thereby affecting vehicle safety and ride comfort. Summary of the Invention

[0004] In view of the above problems, this application proposes a vehicle steering control method, device, vehicle and medium.

[0005] In a first aspect of this application, a vehicle steering control method is provided, the method comprising:

[0006] Obtain the vehicle's steering control parameters;

[0007] The linear region characteristic speed and the nonlinear region characteristic speed corresponding to the steering control parameters are obtained from the pre-calibrated set of characteristic speeds based on the steering control parameters.

[0008] The reference yaw rate is determined based on the steering control parameters, the characteristic vehicle speed in the linear region, and the characteristic vehicle speed in the nonlinear region.

[0009] The yaw compensation state of the vehicle is obtained. When the yaw compensation state is in the compensation active state, the compensation yaw rate is determined according to the steering control parameters.

[0010] The target yaw rate is determined based on the reference yaw rate and the compensated yaw rate.

[0011] The vehicle steering is controlled based on the target yaw rate.

[0012] Optionally, the steering control parameters include steering wheel speed and vehicle speed, and the step of finding the linear region characteristic speed and nonlinear region characteristic speed corresponding to the steering control parameters in a pre-calibrated set of characteristic vehicle speeds includes:

[0013] In a pre-calibrated set of characteristic vehicle speeds, the linear region characteristic vehicle speed and the nonlinear region characteristic vehicle speed corresponding to the steering wheel rotation speed and the vehicle speed are found based on the steering wheel rotation speed and the vehicle speed.

[0014] Optionally, the steering control parameters further include front wheel steering angle and lateral acceleration, and the step of determining the reference yaw rate based on the steering control parameters, the linear region characteristic vehicle speed, and the nonlinear region characteristic vehicle speed includes:

[0015] The first yaw rate is determined based on the front wheel steering angle, the vehicle speed, the linear zone characteristic vehicle speed, and preset vehicle steady-state steering characteristic information.

[0016] The second yaw rate is determined based on the front wheel steering angle, the vehicle speed, the nonlinear region characteristic vehicle speed, and the vehicle steady-state steering characteristic information.

[0017] The first target weight corresponding to the lateral acceleration is obtained by searching in the pre-calibrated first weight set according to the lateral acceleration;

[0018] The third yaw rate is determined based on the first target weight, the first yaw rate, and the second yaw rate.

[0019] The second target weight corresponding to the vehicle speed is obtained by searching the pre-defined second weight set according to the vehicle speed.

[0020] A reference yaw rate is determined based on the second target weight, the first yaw rate, the second yaw rate, and the third yaw rate.

[0021] Optionally, the vehicle steady-state steering characteristic information is obtained in the following way:

[0022] Obtain preset lateral resultant force characteristic information and preset center of mass moment characteristic information;

[0023] The vehicle's steady-state steering characteristics are determined based on the lateral resultant external force characteristics and the center of mass torque characteristics.

[0024] Optionally, determining the vehicle steady-state steering characteristic information based on the lateral resultant external force characteristic information and the center-of-gravity moment characteristic information includes:

[0025] The lateral vehicle speed is obtained, and if the lateral vehicle speed remains constant and the front wheel steering angle remains constant, the vehicle is determined to be in a steady-state steering state.

[0026] When the vehicle is in the steady-state steering state, acquire the characteristic values ​​of the lateral speed change rate, the characteristic value of the yaw rate change rate, and the preset center of gravity sideslip angle characteristic information.

[0027] The lateral resultant force reference information is determined based on the characteristic value of the lateral vehicle speed change rate, the characteristic information of the centroid sideslip angle, and the characteristic information of the lateral resultant force.

[0028] The reference information for the center of mass torque is determined based on the characteristic value of the yaw rate change, the characteristic information of the center of mass sideslip angle, and the characteristic information of the center of mass torque.

[0029] The vehicle steady-state steering characteristics are determined based on the lateral resultant external force reference information and the center of mass torque reference information.

[0030] Optionally, obtaining the vehicle's yaw compensation state, and determining the compensation yaw rate based on the steering control parameters when the yaw compensation state is in an active compensation state, includes:

[0031] Obtain the vehicle's pseudo-straight-ahead state;

[0032] If the pseudo-straight-ahead state is in the pseudo-straight-ahead active state, and the duration of the pseudo-straight-ahead active state is greater than the preset first steady-state duration, then the vehicle's steering state is obtained.

[0033] If the steering state is in a sharp turn state, and the duration of the sharp turn state is less than the preset second steady-state duration, then the yaw compensation state is determined to be in a compensation activation state.

[0034] When the yaw compensation state is in the compensation active state, the compensation yaw rate corresponding to the lateral acceleration is obtained from the pre-calibrated set of compensation angular velocities based on the lateral acceleration.

[0035] Optionally, the method further includes:

[0036] If the pseudo-straight state is in the pseudo-straight active state, and the duration of the pseudo-straight active state is less than or equal to the preset first steady state duration, then the yaw compensation state is determined to be in the compensation inactive state.

[0037] If the pseudo-straight state is in the pseudo-straight inactive state, then the yaw compensation state is determined to be in the compensation inactive state.

[0038] If the steering state is in a sharp turn state, and the duration of the sharp turn state is greater than or equal to the preset second steady-state duration, then the yaw compensation state is determined to be in a compensation inactive state.

[0039] If the steering state is in a slow turning state, then the yaw compensation state is determined to be in a compensation inactive state.

[0040] Optionally, obtaining the vehicle's pseudo-straight-ahead state includes:

[0041] The rate of change of the front wheel steering angle is determined based on the aforementioned front wheel steering angle;

[0042] If the front wheel angle is less than a preset angle threshold and the front wheel angle change rate is less than a preset angle change rate threshold, it is determined that the pseudo-straight driving state is in a pseudo-straight driving active state.

[0043] If the front wheel steering angle is greater than or equal to a preset steering angle threshold, or if the front wheel steering angle change rate is greater than or equal to a preset steering angle change rate threshold, the pseudo-straight driving state is determined to be in a pseudo-straight driving inactive state.

[0044] Optionally, the steering control parameters further include the measured yaw rate, and the acquisition of the vehicle's steering state includes:

[0045] The rate of change of lateral acceleration is determined based on the lateral acceleration.

[0046] The rate of change of the measured yaw rate is determined based on the measured yaw rate.

[0047] The third target weight corresponding to the vehicle speed is obtained by searching in the pre-defined third weight set according to the vehicle speed;

[0048] The steering intensity parameters are determined based on the third target weight, the front wheel steering angle change rate, and the measured yaw rate change rate.

[0049] If the lateral acceleration is greater than the acceleration threshold, the product of the lateral acceleration and the rate of change of the lateral acceleration is negative, and the steering aggression parameter is greater than the aggression threshold, then the steering state is determined to be a sharp turn.

[0050] If the lateral acceleration is less than or equal to the acceleration threshold, or the product of the lateral acceleration and the rate of change of the lateral acceleration is positive, or the steering aggression parameter is less than or equal to the aggression threshold, the steering state is determined to be in a slow steering state.

[0051] Optionally, determining the target yaw rate based on the reference yaw rate and the compensated yaw rate includes:

[0052] When the measured yaw rate is positive, the target yaw rate is obtained by adding the reference yaw rate and the compensated yaw rate.

[0053] When the measured yaw rate is negative, the target yaw rate is obtained by subtracting the reference yaw rate from the compensated yaw rate.

[0054] In a second aspect of this application, a vehicle steering control device is also provided, the device comprising:

[0055] The steering parameter acquisition module is used to acquire the vehicle's steering control parameters;

[0056] The feature speed lookup module is used to find the linear region feature speed and the nonlinear region feature speed corresponding to the steering control parameters in a pre-calibrated set of feature speeds based on the steering control parameters.

[0057] The reference yaw rate determination module is used to determine a reference yaw rate based on the steering control parameters, the characteristic vehicle speed in the linear region, and the characteristic vehicle speed in the nonlinear region.

[0058] The yaw compensation determination module is used to obtain the yaw compensation state of the vehicle, and when the yaw compensation state is in the compensation active state, it determines the compensation yaw rate according to the steering control parameters.

[0059] The target yaw determination module is used to determine the target yaw rate based on the reference yaw rate and the compensated yaw rate.

[0060] The vehicle steering control module is used to control the vehicle steering according to the target yaw rate.

[0061] In a third aspect of this application, a vehicle is also provided, including a processor, a memory, and a computer program stored in the memory and capable of running on the processor, wherein the computer program, when executed by the processor, implements the method described above.

[0062] In a fourth aspect of this application, a computer-readable storage medium is also provided, on which a computer program is stored, which, when executed by a processor, implements the method described above.

[0063] The embodiments of this application have the following advantages:

[0064] In this embodiment, by acquiring the vehicle's steering control parameters, the linear and nonlinear characteristic vehicle speeds corresponding to the steering control parameters are found in a pre-calibrated set of characteristic vehicle speeds. This application can acquire not only linear but also nonlinear characteristic vehicle speeds, which can more accurately reflect the dynamic characteristics of the vehicle under different operating conditions and avoid errors caused by a single characteristic speed. A reference yaw rate is determined based on the steering control parameters, linear and nonlinear characteristic vehicle speeds. This application introduces nonlinear characteristic vehicle speeds to reflect the nonlinear saturation characteristics of the tires, making the reference yaw rate closer to the yaw rate required during actual steering. The vehicle's yaw compensation state is acquired. When the yaw compensation state is active, the compensated yaw rate is determined based on the steering control parameters. The target yaw rate is determined based on the reference yaw rate and the compensated yaw rate. This application can dynamically compensate for the yaw rate during vehicle steering in the active compensation state, ensuring that the target yaw rate is consistent with the actual yaw rate. By controlling the vehicle's steering according to the target yaw rate, this application can enhance the stability of vehicle steering control, avoid false triggering of steering control, and improve vehicle driving safety and ride comfort. Attached Figure Description

[0065] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the accompanying drawings used in the description of the embodiments or the prior art will be briefly introduced below.

[0066] Figure 1 This is a flowchart illustrating the steps of a vehicle steering control method according to an embodiment of this application;

[0067] Figure 2 This is a schematic diagram of the structure of a vehicle steering control device provided in one embodiment of this application. Detailed Implementation

[0068] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the various embodiments of this application will be described in detail below with reference to the accompanying drawings. However, those skilled in the art will understand that many technical details have been presented in the various embodiments of this application to enable readers to better understand this application. However, the technical solutions claimed in this application can be implemented even without these technical details and various changes and updates based on the following embodiments. The division of the various embodiments below is for the convenience of description and should not constitute any limitation on the specific implementation of this application. The various embodiments can be combined with and referenced by each other without contradiction.

[0069] Reference Figure 1 The diagram shows a flowchart of the steps of a vehicle steering control method according to an embodiment of this application.

[0070] The method may specifically include the following steps:

[0071] Step 101: Obtain the vehicle's steering control parameters.

[0072] In this embodiment, vehicle steering control parameters can be obtained. These steering control parameters can be variables or set values ​​that affect vehicle steering control. In this embodiment, the steering control parameters may include parameters such as steering wheel speed, vehicle speed, front wheel angle, lateral acceleration, and measured yaw rate.

[0073] Steering wheel rotation speed refers to the speed at which the steering wheel turns, which can be expressed in revolutions per minute (rpm) or angles per second (° / s). It can indicate the speed at which the driver controls the steering.

[0074] Vehicle speed refers to the speed at which a vehicle is traveling, and can be measured in kilometers per hour (km / h) or meters per second (m / s). It affects the vehicle's dynamic response and steering characteristics.

[0075] Front wheel angle refers to the rotation angle of the front wheels relative to the vehicle body. The front wheel angle determines the vehicle's direction of travel and is one of the core parameters for vehicle steering control.

[0076] Lateral acceleration refers to the acceleration experienced by a vehicle in the lateral direction (perpendicular to the direction of travel). It can be measured in meters per second squared (m / s²) and can represent the lateral force exerted on a vehicle when it is turning.

[0077] The measured yaw rate refers to the angular velocity of a vehicle rotating around its vertical axis (Z-axis). It can be measured in degrees per second (° / s) or radians per second (rad / s) and can represent the vehicle's rotational dynamics when turning.

[0078] In practical implementation, vehicle speed, lateral acceleration, and measured yaw rate can be acquired using an inertial measurement unit (IMU). Front wheel angle and steering wheel speed can be acquired using a steering wheel angle sensor. Other sensors or calculation methods can also be used to obtain these parameters.

[0079] Step 102: Find the linear region characteristic speed and nonlinear region characteristic speed corresponding to the steering control parameters in the pre-calibrated characteristic speed set according to the steering control parameters.

[0080] In this embodiment of the application, the linear region characteristic speed and the nonlinear region characteristic speed corresponding to the steering control parameters can be found in a pre-calibrated set of characteristic speeds based on the steering control parameters.

[0081] Among them, the pre-calibrated characteristic vehicle speed set can refer to the characteristic vehicle speed set determined in advance through experiments or simulations for different steering control parameters, and can be used to represent the characteristic vehicle speed under different steering control parameters.

[0082] The linear zone characteristic speed refers to the vehicle's dynamic data within a working range where the tire lateral force and tire slip angle have a linear relationship. It is an equivalent speed parameter characterizing the vehicle's understeer characteristics, obtained through inversion fitting of a two-degree-of-freedom vehicle model. The linear zone characteristic speed reflects the vehicle's steering sensitivity within the linear region.

[0083] The characteristic speed in the nonlinear region refers to the dynamic data of a vehicle within a nonlinear operating range where the lateral force of the tires tends to saturate. It is an equivalent speed parameter characterizing the understeer characteristics of a vehicle under extreme operating conditions, obtained through inversion fitting of a two-degree-of-freedom vehicle model. The characteristic speed in the nonlinear region reflects the equivalent dynamic characteristics of the vehicle within the nonlinear region.

[0084] In practical implementation, the operating range where the tire lateral force and tire slip angle have a linear relationship can be called the linear region, and the operating range where the tire lateral force tends to saturate and the relationship is nonlinear can be called the nonlinear region. Since lateral acceleration can reflect the relationship between tire lateral force and tire slip angle, the linear and nonlinear regions can be divided by setting a lateral acceleration threshold.

[0085] For example, when the lateral acceleration threshold is 0.4 times the gravitational acceleration (0.4g), the operating range corresponding to the lateral acceleration when the lateral acceleration is less than or equal to 0.4g can be called the linear region, and the characteristic vehicle speed corresponding to the lateral acceleration can be called the characteristic vehicle speed of the linear region.

[0086] When the lateral acceleration is greater than 0.4g, the operating condition range corresponding to the lateral acceleration can be called the nonlinear region, and the characteristic vehicle speed corresponding to the lateral acceleration can be called the characteristic vehicle speed of the nonlinear region.

[0087] Step 103: Determine the reference yaw rate based on the steering control parameters, the characteristic vehicle speed in the linear region, and the characteristic vehicle speed in the nonlinear region.

[0088] In this embodiment, a reference yaw rate can be determined based on steering control parameters, linear region characteristic speed, and nonlinear region characteristic speed.

[0089] The reference yaw rate can refer to the theoretical yaw rate value calculated from the current steering control parameters and the linear and nonlinear characteristic vehicle speeds retrieved from the characteristic vehicle speed set.

[0090] Step 104: Obtain the yaw compensation state of the vehicle. If the yaw compensation state is in the compensation active state, determine the compensation yaw rate according to the steering control parameters.

[0091] In this embodiment of the application, the yaw compensation state of the vehicle can be obtained. When the yaw compensation state is in the compensation active state, the compensation yaw rate is determined according to the steering control parameters.

[0092] The yaw compensation state is a state characterizing whether the vehicle's current dynamic state meets the preset compensation intervention conditions. The yaw compensation state indicates whether it is necessary to determine the vehicle's compensated yaw rate. The yaw compensation state can include a compensation active state and a compensation inactive state. The yaw compensation state can be represented by the flag B_LcOffset, where B_LcOffset is true indicating a compensation active state, and B_LcOffset is false indicating a compensation inactive state.

[0093] The compensation activation state indicates that the current vehicle is in a specific working condition that requires active yaw compensation (such as the residual yaw state caused by straightening the direction after a sharp turn), and the vehicle's compensation yaw rate needs to be determined.

[0094] The compensation not being activated indicates that the system determines that the vehicle is currently in normal driving condition or does not require compensation, and it is not necessary to determine the vehicle's compensation yaw rate.

[0095] Compensated yaw rate is a yaw rate used to correct the deviation between the theoretical yaw rate calculated based on a linear model and the actual yaw rate. The magnitude of the compensated yaw rate reflects the degree of deviation of the expected model caused by factors such as tire nonlinearity and suspension characteristics under current operating conditions.

[0096] Step 105: Determine the target yaw rate based on the reference yaw rate and the compensated yaw rate.

[0097] In this embodiment, the target yaw rate can be determined based on the reference yaw rate and the compensated yaw rate. The target yaw rate is the ideal yaw rate that the vehicle should achieve, synthesized from the reference yaw rate and the compensated yaw rate according to a preset rule.

[0098] Step 106: Control the vehicle steering according to the target yaw rate.

[0099] In this embodiment, vehicle steering can be controlled based on a target yaw rate. Vehicle steering can refer to both active and passive vehicle steering.

[0100] In practice, during active vehicle steering, such as when controlling the steering wheel to turn, or during passive vehicle steering, such as when the road surface is uneven or the vehicle is forced to turn after a tire blowout, the vehicle can be steered according to the target yaw rate to avoid oversteering or understeering caused by factors such as vehicle body sway, crosswinds, and changes in suspension characteristics.

[0101] In this embodiment, by acquiring the vehicle's steering control parameters, the linear and nonlinear characteristic vehicle speeds corresponding to the steering control parameters are found in a pre-calibrated set of characteristic vehicle speeds. This application can acquire not only linear but also nonlinear characteristic vehicle speeds, which can more accurately reflect the dynamic characteristics of the vehicle under different operating conditions and avoid errors caused by a single characteristic speed. A reference yaw rate is determined based on the steering control parameters, linear and nonlinear characteristic vehicle speeds. This application introduces nonlinear characteristic vehicle speeds to reflect the nonlinear saturation characteristics of the tires, making the reference yaw rate closer to the yaw rate required during actual steering. The vehicle's yaw compensation state is acquired. When the yaw compensation state is active, the compensated yaw rate is determined based on the steering control parameters. The target yaw rate is determined based on the reference yaw rate and the compensated yaw rate. This application can dynamically compensate for the yaw rate during vehicle steering in the active compensation state, ensuring that the target yaw rate is consistent with the actual yaw rate. By controlling the vehicle's steering according to the target yaw rate, this application can enhance the stability of vehicle steering control, avoid false triggering of steering control, and improve vehicle driving safety and ride comfort.

[0102] In one alternative embodiment of this application, the steering control parameters include steering wheel speed and vehicle speed.

[0103] Step 102 also includes the following steps:

[0104] S1011, in the pre-calibrated set of characteristic vehicle speeds, the linear region characteristic vehicle speed and the nonlinear region characteristic vehicle speed corresponding to the steering wheel rotation speed and the vehicle speed are found.

[0105] In this embodiment of the application, the linear region characteristic speed and the nonlinear region characteristic speed corresponding to the steering wheel rotation speed and vehicle speed can be found in a pre-calibrated set of characteristic vehicle speeds based on the steering wheel rotation speed and vehicle speed.

[0106] In the specific implementation, the characteristic vehicle speeds in the linear region and the nonlinear region can be found by referring to Table 1 below:

[0107] Table 1. Set of Characteristic Vehicle Speeds

[0108]

[0109] in, Indicates the characteristic vehicle speed in the linear region. The characteristic speed in the nonlinear region is represented by , and i represents the operating condition corresponding to the i-th set of steering control parameters.

[0110] In a practical implementation, for example, if the current vehicle speed is 10 km / h and the steering wheel rotation speed is 0.4° / s, then the value can be found according to Table 1. , ),in, This represents the characteristic vehicle speed in the linear region under the operating conditions corresponding to the first set of steering control parameters. This represents the characteristic speed in the nonlinear region under the operating conditions corresponding to the first set of steering control parameters.

[0111] In practice, linear interpolation and end clipping can be used to look up the corresponding linear region characteristic speed and nonlinear region characteristic speed in Table 1.

[0112] Specifically, linear interpolation refers to the process of calculating interpolation proportionally if the data to be queried is within the range of a table, but is not directly obtainable. For example, if the current vehicle speed is 15 km / h and the steering wheel rotation speed is 0.4° / s, we can first determine that the steering wheel rotation speed is 0.4° / s, and that the vehicle speed of 15 km / h falls between 10 km / h and 20 km / h. The vehicle speed of 10 km / h corresponds to the characteristic speed of the linear region. Nonlinear region characteristic vehicle speed The characteristic speed of a vehicle at 20 km / h in the linear zone Nonlinear region characteristic vehicle speed Furthermore, a speed of 15 km / h falls precisely between 10 km / h and 20 km / h, and the characteristic speed of the linear zone corresponding to 15 km / h can be taken as... and The median value, the characteristic speed of the nonlinear region corresponding to a vehicle speed of 15 km / h, can be taken as... and The median value.

[0113] Specifically, end-to-end clipping refers to using boundary values ​​directly if the data exceeds the range at both ends of the table. For example, if the current vehicle speed is 5 km / h and the steering wheel rotation speed is 0.4° / s, then the boundary value of 10 km / h in the table corresponds to the characteristic speed of the linear zone. Nonlinear region characteristic vehicle speed If the vehicle speed is 5 km / h, which is less than the vehicle speed boundary value of 10 km / h, then the characteristic speed of the linear region corresponding to the vehicle speed of 5 km / h can be taken as... The characteristic speed of the nonlinear region corresponding to a vehicle speed of 5 km / h can be taken as... .

[0114] In practical implementation, if the vehicle speed and steering wheel rotation speed are not directly corresponding to the data in Table 1 during the lookup process, the vehicle speed can be kept constant first, and the steering wheel rotation speed can be linearly interpolated and / or clipped at both ends to obtain the first reference linear region characteristic vehicle speed and the first reference nonlinear region characteristic vehicle speed. Then, based on the vehicle speed, the first reference linear region characteristic vehicle speed and the first reference nonlinear region characteristic vehicle speed can be linearly interpolated and / or clipped at both ends to obtain the linear region characteristic vehicle speed and nonlinear region characteristic vehicle speed corresponding to the current vehicle speed and steering wheel rotation speed.

[0115] It is understandable that the data in Table 1 can be used as an example, and the specific parameter settings can be obtained and calibrated according to the actual situation.

[0116] In practical implementation, the characteristic vehicle speed set can be calibrated using methods such as steady-state fixed circle and High-G operating conditions.

[0117] Steady-state constant-circle calibration involves driving a vehicle at a constant and increasing speed along circular paths of different radii, and collecting data on steering wheel angle, vehicle speed, yaw rate, and lateral acceleration at each steady-state point. By processing this data, the characteristic speed of the vehicle in its linear region can be obtained.

[0118] High-G (High Dynamic) calibration can be performed by executing high-dynamic handling conditions such as high-order double lane change, step steering, and slalom, which stimulate the vehicle's yaw and lateral dynamic responses, causing its tire forces to enter the nonlinear saturation region, and collecting the corresponding dynamic response data. By processing this data, the vehicle's nonlinear characteristic speed can be obtained.

[0119] This application uses a pre-calibrated set of characteristic vehicle speeds, combined with steering wheel rotation speed and vehicle speed, to find characteristic vehicle speeds in the linear and non-linear regions. This allows for precise differentiation of vehicle steering characteristics under different operating conditions, ensuring the accuracy of characteristic vehicle speeds in the linear and non-linear regions and improving the vehicle's handling stability under different speeds and steering conditions.

[0120] In one alternative embodiment of this application, the steering control parameters further include front wheel angle and lateral acceleration.

[0121] Step 103 also includes the following steps:

[0122] S1021, determine the first yaw rate based on the front wheel angle, the vehicle speed, the linear zone characteristic vehicle speed and the preset vehicle steady-state steering characteristic information;

[0123] S1022, determine the second yaw rate based on the front wheel angle, the vehicle speed, the nonlinear region characteristic vehicle speed and the vehicle steady-state steering characteristic information;

[0124] S1023, find the first target weight corresponding to the lateral acceleration in the pre-calibrated first weight set according to the lateral acceleration;

[0125] S1024, determine the third yaw rate based on the first target weight, the first yaw rate and the second yaw rate;

[0126] S1025, find the second target weight corresponding to the vehicle speed in the pre-calibrated second weight set according to the vehicle speed;

[0127] S1026, determine a reference yaw rate based on the second target weight, the first yaw rate, the second yaw rate, and the third yaw rate.

[0128] In this embodiment, the first yaw rate can be determined based on the front wheel steering angle, vehicle speed, linear zone characteristic vehicle speed, and preset vehicle steady-state steering characteristic information. The vehicle steady-state steering characteristic information represents the relationship between the vehicle steady-state yaw rate and the front wheel steering angle, as well as other parameters. The first yaw rate can be the yaw rate corresponding to the linear zone characteristic vehicle speed.

[0129] In practical implementation, the following formula can be used to represent the vehicle's steady-state steering characteristics:

[0130]

[0131] in, Indicates yaw rate. The value represents the front wheel steering angle, u represents the vehicle speed, and m represents the vehicle weight. Indicates the front wheel lateral stiffness. Let L represent the rear wheel lateral stiffness, L represent the vehicle wheelbase, a represent the distance from the front axle to the center of gravity, and b represent the distance from the rear axle to the center of gravity, where L = a + b.

[0132] Furthermore, some parameters in the aforementioned vehicle steady-state steering characteristic information can constitute the following steady-state factors:

[0133]

[0134] Where K represents the steady-state factor, and m represents the vehicle weight. Indicates the front wheel lateral stiffness. Let L represent the rear wheel lateral stiffness, L represent the vehicle wheelbase, a represent the distance from the front axle to the center of gravity, and b represent the distance from the rear axle to the center of gravity, where L = a + b.

[0135] Furthermore, the characteristic vehicle speed can be calculated in the following form:

[0136]

[0137] in, The characteristic speed in the linear region is represented by K, which represents the steady-state factor.

[0138] In practical implementation, after finding the linear region characteristic speed in the characteristic speed set, the steady-state factor K corresponding to the linear region characteristic speed can be determined according to the above formula. Then, vehicle inherent parameters such as vehicle weight m, wheelbase L, distance a from the front axle to the center of gravity, and distance b from the rear axle to the center of gravity are further obtained to determine the front wheel lateral stiffness corresponding to the linear region characteristic speed. and rear wheel lateral stiffness Then, by combining these parameters with the front wheel steering angle and vehicle speed, and based on the vehicle's steady-state steering characteristics, the first yaw rate corresponding to the characteristic speed in the linear region is determined. , where i represents the operating condition corresponding to the i-th group of steering control parameters.

[0139] In this embodiment, the second yaw rate can be determined based on the front wheel steering angle, vehicle speed, nonlinear region characteristic vehicle speed, and vehicle steady-state steering characteristic information. The second yaw rate can be the yaw rate corresponding to the nonlinear region characteristic vehicle speed.

[0140] In practical implementation, after finding the nonlinear region characteristic speed in the characteristic speed set, this application can further determine the value of the steady-state factor K corresponding to the nonlinear region characteristic speed using the above formula. Then, it can further obtain vehicle inherent parameters such as vehicle weight m, vehicle wheelbase L, distance a from the front axle to the center of gravity, and distance b from the rear axle to the center of gravity to determine the front wheel lateral stiffness corresponding to the nonlinear region characteristic speed. and rear wheel lateral stiffness Then, by combining these parameters with the front wheel steering angle and vehicle speed, and based on the vehicle's steady-state steering characteristics, the second yaw rate corresponding to the characteristic vehicle speed in the nonlinear region is determined. , where i represents the operating condition corresponding to the i-th group of steering control parameters.

[0141] In this embodiment of the application, the third yaw rate can be determined based on the first target weight, the first yaw rate, and the second yaw rate.

[0142] In practical implementation, the third yaw rate can be determined using the following formula:

[0143]

[0144] in, Indicates the third yaw rate. Indicates the first yaw rate. Indicates the second yaw rate. This indicates the weight of the first objective.

[0145] In this embodiment of the application, the first target weight corresponding to the lateral acceleration can be found in the pre-calibrated first weight set based on the lateral acceleration.

[0146] In the specific implementation, the first target weight can be found by referring to Table 2 below:

[0147] Table 2 First Weight Set

[0148]

[0149] In a practical implementation, for example, if the current lateral acceleration is 4 m / s², then according to Table 2, the weight of the first target is 0.4. It is understood that the data in Table 2 can be used as an example, and the specific parameter settings can be determined and obtained based on the actual situation.

[0150] In a practical implementation, the first weight set can be calibrated in the following way:

[0151] On a flat road surface, while maintaining a constant current vehicle speed, the lateral acceleration can be gradually increased by altering the front wheel angle (steering wheel angle). During this process, for each lateral acceleration, the corresponding steering wheel rotation speed and actual yaw rate are recorded synchronously and frequently.

[0152] Based on the current vehicle speed and steering wheel rotation speed, refer to Table 1 to obtain the linear region characteristic speed and nonlinear region characteristic speed corresponding to each lateral acceleration.

[0153] For each lateral acceleration during the test, the first yaw rate can be determined based on the front wheel angle, vehicle speed, linear region characteristic vehicle speed, and vehicle steady-state steering characteristic information corresponding to the lateral acceleration. The second yaw rate can also be determined based on the front wheel angle, vehicle speed, nonlinear region characteristic vehicle speed, and vehicle steady-state steering characteristic information corresponding to the lateral acceleration.

[0154] For each lateral acceleration during the test, the actual yaw rate value can be substituted into... Substitute the value of the first yaw angular velocity into Substitute the value of the second yaw angular velocity into Found one Make the formula Established, at this time As the first target weight corresponding to the current lateral acceleration, it is continuously calibrated to obtain Table 2.

[0155] In practice, linear interpolation and end-to-end clipping can be used to look up the corresponding first target weight in Table 2.

[0156] Specifically, linear interpolation refers to calculating values ​​proportionally when the data to be queried is within the range of a table, but is not directly obtainable. For example, if the current lateral acceleration is 3.5 m / s², we can first determine that the lateral acceleration of 3.5 m / s² falls between 3 m / s² and 4 m / s², assigning a first target weight of 0.2 to 3 m / s² and 0.3 to 4 m / s². Furthermore, since the vehicle speed of 3.5 m / s² falls precisely between 3 m / s² and 4 m / s², the first target weight for 3.5 m / s² can be the midpoint between 0.2 and 0.3, which is 0.25.

[0157] Specifically, "end-to-end clipping" means that if the data exceeds the range of the two ends of the table, the boundary values ​​can be used directly. For example, the current lateral acceleration is 7 m / s². In this case, since the first target weight corresponding to the lateral acceleration boundary value of 6 m / s² in the table is 1, and the current lateral acceleration of 7 m / s² is greater than the lateral acceleration boundary value of 6 m / s², the first target weight corresponding to the lateral acceleration of 7 m / s² can be set to 1.

[0158] In this embodiment of the application, a reference yaw rate can be determined based on a second target weight, a first yaw rate, a second yaw rate, and a third yaw rate.

[0159] In practical implementation, the reference yaw rate can be determined using the following formula:

[0160]

[0161] in, Indicates the reference yaw rate. Indicates the third yaw rate. Indicates the first yaw rate. Indicates the second yaw rate. This indicates the weight of the second objective.

[0162] In this embodiment of the application, the second target weight corresponding to the vehicle speed can be obtained by searching in the pre-calibrated second weight set according to the vehicle speed.

[0163] In the specific implementation, the second objective weight can be found by referring to Table 3 below:

[0164] Table 3 Second Weight Set

[0165]

[0166] In practical implementation, for example, if the current vehicle speed is 12 m / s, then according to Table 3, the weight of the second target is 0.4. It's understandable that the data in Table 3 can be used as an example; specific parameter settings can be determined and obtained based on actual conditions.

[0167] In a practical implementation, the second weight set can be calibrated in the following way:

[0168] On a flat road surface, different vehicle speeds can be set, and the front wheel angle (steering wheel angle) can be changed for each speed to gradually increase the lateral acceleration. During this process, the front wheel angle, steering wheel speed, and actual yaw rate corresponding to each vehicle speed are recorded synchronously and at high frequency.

[0169] Based on the current vehicle speed and steering wheel rotation speed, look up Table 1 to obtain the linear region characteristic speed and nonlinear region characteristic speed corresponding to each current vehicle speed.

[0170] For each vehicle speed during the test, a set of data points covering different front wheel steering angles is obtained. Each data point includes an actual yaw rate, a first yaw rate, a second yaw rate, and a third yaw rate determined based on these data. The calibration objective is to find an optimal secondary objective weight that, at this vehicle speed, regardless of the steering angle change, uses this optimal secondary objective weight to... The reference yaw rate is obtained by combining the first yaw rate, the second yaw rate, and the third yaw rate. Both can be closest to the actual yaw rate.

[0171] Specifically, for each test vehicle speed, a weight value can be found using mathematical optimization methods such as least squares or gradient descent, such that the reference yaw rate obtained after substituting the data into each data point is such that... The overall error between the actual yaw rate and the target yaw rate is minimized. This optimal weight value is the second target weight corresponding to that vehicle speed.

[0172] Repeat this process for all test vehicle speeds to obtain Table 3, establishing the correspondence between vehicle speed and the weight of the second target.

[0173] In practice, linear interpolation and end-to-end clipping can be used to look up the corresponding second target weights in Table 3.

[0174] Specifically, linear interpolation refers to calculating values ​​proportionally when the data to be queried is within the range of a table, but is not directly obtainable. For example, if the current vehicle speed is 11 m / s, we can first determine that the speed of 11 m / s falls between 10 m / s and 12 m / s. The second target weight for speed 10 m / s is 0.2, and for speed 12 m / s it is 0.4. Furthermore, since speed 11 m / s is precisely between 10 m / s and 12 m / s, the second target weight for speed 11 m / s can be the midpoint between 0.2 and 0.4, which is 0.3.

[0175] Specifically, end-to-end clipping refers to using boundary values ​​directly if the data exceeds the range of the two ends of the table. For example, if the current vehicle speed is 25 m / s, since the boundary value of 20 m / s in the table corresponds to a second objective weight of 1, and the current vehicle speed of 25 m / s is greater than the boundary value of 20 m / s, the second objective weight corresponding to the vehicle speed of 25 m / s can be set to 1.

[0176] This application introduces steering control parameters such as front wheel angle and lateral acceleration, combined with characteristic vehicle speeds in both the linear and nonlinear regions, to accurately calculate the first and second yaw rates. By using pre-defined steady-state vehicle steering characteristic information, precise modeling of the vehicle's yaw rate is achieved. Furthermore, by combining a weighted set of lateral acceleration and vehicle speed, the calculation of the yaw rate is dynamically adjusted, ensuring the accuracy and adaptability of the reference yaw rate.

[0177] In one optional embodiment of this application, the vehicle steady-state steering characteristic information can be obtained in the following manner:

[0178] S1031, Obtain preset lateral resultant external force characteristic information and preset center of mass moment characteristic information;

[0179] S1032, determine the vehicle steady-state steering characteristic information based on the lateral resultant external force characteristic information and the center of mass torque characteristic information.

[0180] In the embodiments of this application, preset lateral resultant external force characteristic information and preset center of mass torque characteristic information can be obtained.

[0181] Among them, the lateral resultant external force characteristic information can be a dynamic equation used to describe the relationship between the lateral motion and force of the vehicle. The lateral resultant external force characteristic information defines how the resultant external force required to generate a specific lateral acceleration is determined by the vehicle state (such as sideslip angle, yaw rate) and the front wheel steering angle.

[0182] The center-of-gravity torque characteristic information can be a dynamic equation used to describe the relationship between vehicle yaw motion and torque. The center-of-gravity torque characteristic information defines how the torque about the center of gravity required to generate a specific yaw angle acceleration is determined by the vehicle state and the front wheel steering angle.

[0183] In practical implementation, the lateral resultant external force characteristics and the center of mass moment characteristics can be derived from the two-degree-of-freedom model in the following way:

[0184] First, the lateral net external force can be determined according to the first formula for the lateral net external force as follows:

[0185]

[0186] in, Indicates the lateral net external force. Indicates the front wheel steering angle. Indicates the lateral force on the front wheel. This indicates the lateral force on the rear wheel.

[0187] Then, the torque of the vehicle about its center of mass can be determined according to the first formula for the torque of the vehicle about its center of mass:

[0188]

[0189] in, This represents the torque of the vehicle about its center of mass. Indicates the front wheel steering angle. Indicates the lateral force on the front wheel. The value represents the lateral force of the rear wheel, 'a' represents the distance from the front axle to the center of gravity, and 'b' represents the distance from the rear axle to the center of gravity.

[0190] At the same time, due to the lateral force of the front wheels , Indicates the front wheel lateral stiffness. This indicates the front wheel slip angle.

[0191] The lateral force of the rear wheel satisfies , Indicates the rear wheel lateral stiffness. This indicates the rear wheel slip angle.

[0192] Furthermore, in a two-degree-of-freedom model, to simplify the analysis, a small-angle assumption can be made. This can be ignored. Furthermore, the lateral forces of the front and rear wheels can be substituted into the first formula for the resultant lateral force to obtain the second formula for the resultant lateral force:

[0193]

[0194] in, Indicates the lateral net external force. Indicates the front wheel lateral stiffness. Indicates the front wheel slip angle. Indicates the rear wheel lateral stiffness. This indicates the rear wheel slip angle.

[0195] Substituting the lateral forces from the front and rear wheels into the first formula for the vehicle's moment about its center of mass, we obtain the second formula for the vehicle's moment about its center of mass:

[0196]

[0197] in, This represents the torque of the vehicle about its center of mass, where 'a' represents the distance from the front axle to the center of mass, and 'b' represents the distance from the rear axle to the center of mass. Indicates the front wheel lateral stiffness. Indicates the front wheel slip angle. Indicates the rear wheel lateral stiffness. This indicates the rear wheel slip angle.

[0198] Then, front wheel slip angle

[0199] in, This indicates the front wheel slip angle, where 'a' represents the distance from the front axle to the center of gravity. Indicates yaw rate. This indicates the front wheel steering angle, and u represents the vehicle speed. It represents the centroid sideslip angle.

[0200] Rear wheel slip angle

[0201] in, This indicates the rear wheel slip angle, and 'b' represents the distance from the rear axle to the center of gravity. Indicates yaw rate. This indicates the front wheel steering angle, and u represents the vehicle speed. It represents the centroid sideslip angle.

[0202] Furthermore, the lateral net external force

[0203] in, The value represents the lateral net external force, m represents the vehicle weight, and u represents the vehicle speed. Indicates yaw rate. This indicates the rate of change of lateral vehicle speed.

[0204] Torque of a vehicle about its center of mass

[0205] in, This represents the torque of the vehicle about its center of mass. This represents the yaw moment of inertia of the vehicle about the Z-axis. This represents the rate of change of yaw rate.

[0206] Substituting the formulas for the front wheel slip angle, rear wheel slip angle, and resultant lateral force into the second formula for the resultant lateral force above, we obtain the following characteristic information of the resultant lateral force:

[0207]

[0208] Where m represents the vehicle weight and u represents the vehicle speed. Indicates yaw rate. This represents the rate of change of lateral vehicle speed, where 'a' represents the distance from the front axle to the center of gravity, and 'b' represents the distance from the rear axle to the center of gravity. Indicates the front wheel lateral stiffness. Indicates the rear wheel lateral stiffness. Indicates the front wheel steering angle. It represents the centroid sideslip angle.

[0209] Substituting the formulas for the front wheel slip angle, rear wheel slip angle, and the torque of the vehicle around its center of gravity into the second formula for the torque of the vehicle around its center of gravity, we obtain the following information on the characteristics of the torque around the center of gravity:

[0210]

[0211] in, This represents the yaw moment of inertia of the vehicle about the Z-axis. The value represents the rate of change of yaw rate, where 'a' represents the distance from the front axle to the center of mass, and 'b' represents the distance from the rear axle to the center of mass. Indicates the front wheel lateral stiffness. Indicates the rear wheel lateral stiffness. Indicates the front wheel steering angle. It represents the centroid sideslip angle.

[0212] In this embodiment, the steady-state steering characteristics of the vehicle can be determined based on the lateral resultant external force characteristics and the center-of-gravity moment characteristics. Specifically, the steady-state steering characteristics can be determined by simultaneously solving the lateral resultant external force characteristics and the center-of-gravity moment characteristics under steady-state conditions.

[0213] This application determines the steady-state steering characteristics of a vehicle by acquiring pre-defined lateral resultant external force characteristics and center-of-gravity moment characteristics. This not only simplifies the complex vehicle dynamics analysis process but also improves the computational efficiency and accuracy of steady-state steering characteristic information. By using a small-angle assumption, it can reduce computational complexity while ensuring the reliability of the results, making it applicable to various vehicle states and operating conditions, and possessing strong versatility and practicality.

[0214] In one optional embodiment of this application, step S1032 further includes the following steps:

[0215] S1041, Obtain the lateral vehicle speed, and determine that the vehicle is in a steady-state steering state when the lateral vehicle speed remains unchanged and the front wheel steering angle remains unchanged;

[0216] S1042, when the vehicle is in the steady-state steering state, acquire the characteristic value of the lateral speed change rate, the characteristic value of the yaw rate change rate, and the preset center of gravity sideslip angle characteristic information.

[0217] S1043, determine the lateral resultant force reference information based on the lateral speed change rate characteristic value, the centroid sideslip angle characteristic information, and the lateral resultant force characteristic information;

[0218] S1044, determine the center of mass torque reference information based on the characteristic value of the yaw rate of change, the characteristic information of the center of mass sideslip angle, and the characteristic information of the center of mass torque;

[0219] S1045, determine the vehicle steady-state steering characteristic information based on the lateral resultant external force reference information and the center of mass torque reference information.

[0220] In this embodiment, the lateral vehicle speed is obtained. If the lateral vehicle speed remains constant and the front wheel steering angle remains constant, it can be determined that the vehicle is in a steady-state steering state. While the vehicle is in a steady-state steering state, the characteristic values ​​of the lateral vehicle speed change rate, the yaw rate change rate, and the preset center-of-gravity sideslip angle characteristics are obtained.

[0221] Since the vehicle is in a steady-state steering state, the lateral speed remains constant, so the characteristic value of the lateral speed change rate is 0. Furthermore, in this steady-state steering state, the front wheel steering angle is also fixed, and the vehicle's yaw motion has reached a dynamic equilibrium. At this point, the vehicle's yaw rate remains constant, neither accelerating nor decelerating, therefore the characteristic value of the yaw rate change rate is also 0. The center of gravity sideslip angle characteristic information can be set to... Where u represents vehicle speed and v represents lateral speed.

[0222] In the embodiments of this application, the reference information of the lateral resultant external force can be determined based on the characteristic value of the vehicle speed change rate, the characteristic information of the center of gravity sideslip angle, and the characteristic information of the lateral resultant external force.

[0223] In practical implementation, the characteristic value of the lateral vehicle speed change rate can be... Information on centroid sideslip angle characteristics Substituting the lateral resultant external force characteristic information, the following lateral resultant external force reference information is obtained:

[0224]

[0225] Where m represents the vehicle weight and u represents the vehicle speed. The yaw rate is represented by 'a', where 'a' represents the distance from the front axle to the center of mass, and 'b' represents the distance from the rear axle to the center of mass. Indicates the front wheel lateral stiffness. Indicates the rear wheel lateral stiffness. Indicates the front wheel steering angle. It represents the centroid sideslip angle.

[0226] In this embodiment, the reference information for the center of mass torque can be determined based on the characteristic value of the yaw rate of change, the characteristic information of the center of mass sideslip angle, and the characteristic information of the center of mass torque.

[0227] In this case, the characteristic value of the rate of change of yaw angular velocity can be... Information on centroid sideslip angle characteristics Substituting the information on the center of mass moment characteristics, the following reference information for the center of mass moment is obtained:

[0228]

[0229] Where 'a' represents the distance from the front axle to the center of mass, and 'b' represents the distance from the rear axle to the center of mass. Indicates the front wheel lateral stiffness. Indicates the rear wheel lateral stiffness. Indicates the front wheel steering angle. It represents the centroid sideslip angle.

[0230] In the embodiments of this application, the steady-state steering characteristics of the vehicle can be determined based on the lateral resultant external force reference information and the center of mass moment reference information.

[0231] By combining the lateral resultant external force reference information and the center of mass moment reference information, the steady-state steering characteristics of the vehicle are obtained as follows:

[0232]

[0233] in, This represents the steady-state yaw rate gain. Indicates yaw rate. The value represents the front wheel steering angle, u represents the vehicle speed, and m represents the vehicle weight. Indicates the front wheel lateral stiffness. Let L represent the rear wheel lateral stiffness, L represent the vehicle wheelbase, a represent the distance from the front axle to the center of gravity, and b represent the distance from the rear axle to the center of gravity, where L = a + b.

[0234] This application's embodiments obtain characteristic values ​​of lateral vehicle speed change rate, yaw rate change rate, and center of gravity sideslip angle under steady-state conditions. Combined with characteristic information of lateral net external force and center of gravity torque, reference information of lateral net external force and center of gravity torque is derived. Finally, the steady-state steering characteristic information of the vehicle is obtained by solving these simultaneous equations. This application avoids complex dynamic analysis by directly utilizing characteristic values ​​and characteristic information under steady-state conditions, improving computational efficiency and accuracy, and providing reliable basic data for vehicle control and stability analysis.

[0235] In one optional embodiment of this application, step 104 further includes the following steps:

[0236] S1051, Obtain the vehicle's pseudo-straight-ahead state;

[0237] S1052, if the pseudo-straight-ahead state is in the pseudo-straight-ahead active state, and the duration of the pseudo-straight-ahead active state is greater than the preset first steady-state duration, then the vehicle's steering state is obtained.

[0238] S1053, if the steering state is in a sharp turn state and the duration of the sharp turn state is less than the preset second steady state duration, then it is determined that the yaw compensation state is in a compensation activation state.

[0239] S1054, when the yaw compensation state is in the compensation active state, the compensation yaw rate corresponding to the lateral acceleration is obtained from the pre-calibrated set of compensation angular velocities based on the lateral acceleration.

[0240] In this embodiment, a pseudo-straight-ahead state of the vehicle can be obtained. A pseudo-straight-ahead state indicates that the vehicle meets the formal straight-ahead conditions but is not truly in a straight-ahead state. For example, if a driver suddenly straightens the steering wheel during a turn, the front wheel angle and the rate of change of the front wheel angle are very small. The target yaw rate calculated based on the front wheel angle and vehicle speed may be 0. The vehicle's control system will recognize this as a straight-ahead state. However, in reality, this is merely a transient fulfillment of the formal straight-ahead conditions, not a true straight-ahead state. The pseudo-straight-ahead state can include a pseudo-straight-ahead active state and a pseudo-straight-ahead inactive state. The pseudo-straight-ahead state can be represented by a flag B_straight, where B_straight is true (pseudo-straight-ahead active state) and false (pseudo-straight-ahead inactive state).

[0241] The pseudo-straight-ahead activation state indicates that the current vehicle is in a pseudo-straight-ahead state, that is, the current vehicle meets the formal conditions for straight-ahead movement but is not actually in a straight-ahead state.

[0242] The "pseudo-straight-ahead inactive" state indicates that the current vehicle is not in a pseudo-straight-ahead state, meaning that the current vehicle does not meet the formal straight-ahead conditions or the current vehicle is in a true straight-ahead state.

[0243] In this embodiment of the application, if the pseudo-straight-ahead state is in the pseudo-straight-ahead active state and the duration of the pseudo-straight-ahead active state is greater than the preset first steady-state duration, then the vehicle's steering state can be obtained.

[0244] The first steady-state duration can be a pre-calibrated time threshold for the pseudo-straight-ahead activation state, used to determine whether the vehicle's pseudo-straight-ahead activation state has been stable for a certain period. In specific implementations, the first steady-state duration can be set according to actual conditions; for example, it can be set as a multiple of the control step size. If the vehicle control step size is 40ms, then the first steady-state duration can be set to 200ms.

[0245] In actual driving, vehicles may briefly enter a pseudo-straight-line state due to brief disturbances (such as road bumps, crosswinds, etc.). By setting a first steady-state duration, subsequent steering state judgments can be mistakenly triggered due to brief state fluctuations.

[0246] In practical implementation, the duration of the pseudo-straight-ahead activation state can be determined based on the duration of the first steady state and the vehicle control step size. The vehicle control step size can refer to the minimum time interval or update cycle of the vehicle control system when executing control commands.

[0247] Specifically, when the pseudo-straight-ahead state is in the pseudo-straight-ahead active state, the initial value of the pseudo-straight-ahead activation timer can be set to the first steady-state duration. Then, a pseudo-straight-line activation timer is used to start the countdown as follows:

[0248]

[0249] in, This indicates the remaining duration of the pseudo-straight-line activation timer in the k-th control cycle. Indicates the k-th One control cycle, the remaining duration of the pseudo-straight-line activation timer. This indicates the vehicle control step size. Among them, .

[0250] exist In the case of pseudo-straight-line activation state, the duration is considered to be longer than the preset first steady-state duration.

[0251] In other words, the countdown can begin when the pseudo-straight-ahead state is in the pseudo-straight-ahead active state. The total countdown duration is the first steady-state duration, and the pseudo-straight-ahead state will be determined once every vehicle control step.

[0252] For example, if the vehicle control step size is 40ms, the first steady-state duration can be set to 200ms. When the pseudo-straight-ahead state is in the pseudo-straight-ahead active state, the remaining countdown timer, which is also the first steady-state duration, is 200ms. After one vehicle control step, if it is determined that the pseudo-straight-ahead state is still in the pseudo-straight-ahead active state, the remaining duration of the pseudo-straight-ahead active timer is 160ms. After three more vehicle control steps, and after each vehicle control step, the pseudo-straight-ahead state is determined once. If the pseudo-straight-ahead state continues to be in the pseudo-straight-ahead active state during this period, it is considered that the duration of the pseudo-straight-ahead active state is longer than the preset first steady-state duration, and the vehicle's steering state can be obtained.

[0253] Steering status can indicate the current steering situation of the vehicle. In the embodiments of this application, steering status includes sharp turn or gentle turn. Steering status can be represented by a flag bit B_Interv, where B_Interv is true to indicate sharp turn and false to indicate gentle turn.

[0254] A sharp turn indicates that the vehicle has made a large-angle turn in a short period of time.

[0255] The slow-turn state indicates that the vehicle has performed a small-angle steering operation over a relatively long period of time.

[0256] In this embodiment of the application, if the steering state is in a sharp turn state and the duration of the sharp turn state is less than the preset second steady state duration, it can be determined that the yaw compensation state is in the compensation activation state.

[0257] If the duration of the abrupt change is less than the duration of the second steady state, it can be considered a brief abrupt change, and the yaw compensation state is activated.

[0258] If the duration of the abrupt change exceeds the duration of the second steady state, it can be considered a sustained abrupt change, requiring the adoption of other, more robust control strategies.

[0259] By setting a second steady-state duration, the yaw compensation state can be avoided from being mistakenly triggered due to brief state fluctuations.

[0260] The second steady-state duration can be a pre-calibrated time threshold for the sharp turn state, used to determine the duration of the sharp turn. In practice, the second steady-state duration can be set according to actual conditions; for example, it can be set as a multiple of the control step size. If the vehicle control step size is 40ms, the second steady-state duration can be set to 160ms. The first steady-state duration can be longer than the second steady-state duration. This is because in actual steering control, the pseudo-straight-ahead state is a more continuous state compared to the sharp turn state, which is a very brief state.

[0261] In practice, the duration of the sharp turn can be determined based on the duration of the second steady state and the vehicle control step size.

[0262] Specifically, when the turning state is in a sharp turn state, the initial value of the sharp turn timer can be set to the second steady-state duration. Then, a rapid-start timer is used to begin the countdown as follows:

[0263]

[0264] in, This indicates the remaining duration of the rapid rotation timer in the k-th control cycle. Indicates the k-th One control cycle, the remaining duration of the rapid spin timer. This indicates the vehicle control step size. Among them, .

[0265] exist In this case, the duration of the abrupt change is considered to be shorter than the duration of the second steady state.

[0266] In other words, the countdown can start when the steering state is in a sharp turn, and the total countdown time is the second steady-state duration. The steering state will be judged once every vehicle control step.

[0267] For example, if the vehicle control step size is 40ms, the second steady-state duration can be set to 160ms. When the steering state is in a sharp turn, the remaining countdown time, which is the second steady-state duration, is 160ms. After one vehicle control step, if it is determined that the steering state is still in a sharp turn, it can be determined that the yaw compensation state is in the compensation active state. At this time, the remaining duration of the sharp turn timer is 120ms.

[0268] If the steering state is determined to be in a slow-turn state before the countdown ends, it can be determined that the yaw compensation state is not activated.

[0269] If the steering state is still in a sharp turn state when the countdown ends, that is, when the remaining time of the sharp turn countdown is 0ms, it can also be determined that the yaw compensation state is inactive.

[0270] It is understood that in the embodiments of this application, the pseudo-straight driving state is in the pseudo-straight driving activation state, and the duration of the pseudo-straight driving activation state is greater than the preset first steady state duration. At the same time, the turning state is in the sharp turn state, and the duration of the sharp turn state is less than the preset second steady state duration. Only then can it be determined that the yaw compensation state is in the compensation activation state.

[0271] In this embodiment of the application, when the yaw compensation state is in the compensation active state, the compensation yaw rate corresponding to the lateral acceleration can be found in the pre-calibrated set of compensation angular velocities based on the lateral acceleration.

[0272] In the specific implementation, you can refer to Table 4 below to find the compensation yaw rate:

[0273] Table 4 Compensated angular velocity set

[0274]

[0275] In a practical implementation, for example, if the current lateral acceleration is 6 m / s², then according to Table 4, the compensated yaw rate is 0.12 rad / s. It is understood that the data in Table 4 can be used as an example, and the specific parameter settings can be calibrated and obtained according to the actual situation.

[0276] In practical implementation, the calibration of the compensated angular velocity set can be achieved in the following way:

[0277] Calibration can be performed using a steady-state circular motion test, where a fixed vehicle speed can be selected. The front wheel steering angle (steering wheel angle) is slowly and steadily increased, causing the vehicle to enter a steady-state circular motion with a gradually decreasing radius. This process will cause the lateral acceleration to increase linearly from 0 to near the tire's adhesion limit.

[0278] During this process, for each lateral acceleration, the front wheel steering angle, actual lateral acceleration, and actual yaw rate corresponding to each lateral acceleration are recorded synchronously and at high frequency.

[0279] For each lateral acceleration during the test, the first yaw rate can be determined based on the corresponding front wheel angle, vehicle speed, linear zone characteristic vehicle speed, and vehicle steady-state steering characteristics.

[0280] For each lateral acceleration during the test, the yaw rate offset can be obtained by subtracting the first yaw rate from the actual yaw rate.

[0281] Multiply this yaw rate offset by a compensation coefficient of 0.8 to obtain the compensated yaw rate. Repeat this process for all lateral accelerations to obtain Table 4, establishing the correspondence between lateral acceleration and compensated yaw rate. Note that if the compensation coefficient is set to 1, it may cause overcompensation during instantaneous vehicle control, negatively impacting steering control. Therefore, the compensation coefficient can be set to 0.8. In specific applications, the compensation coefficient can also be set to other values ​​according to the actual situation.

[0282] By calibrating Table 4, we can proactively and systematically measure the difference between the actual yaw rate and the first yaw rate obtained under ideal conditions based on the characteristic vehicle speed in the linear region during the process of the vehicle's lateral acceleration increasing linearly from 0 to near the tire's adhesion limit, that is, the entire process of the vehicle moving from the linear region to the nonlinear region. Then, in the actual steering control process, we can use this difference multiplied by the compensation coefficient to compensate for the yaw rate, so that the compensated yaw rate matches the actual yaw rate as closely as possible.

[0283] In practice, linear interpolation and end clipping can be used to look up the corresponding compensated yaw rate in Table 4.

[0284] Specifically, linear interpolation refers to the proportional calculation of data if the data to be queried is within the range of a table, but is not directly obtainable. For example, if the current lateral acceleration is 6.4 m / s², we can first determine that the lateral acceleration of 6.4 m / s² falls between 6 m / s² and 7 m / s². The lateral acceleration of 6 m / s² corresponds to a compensated yaw rate of 0.12 rad / s, and the lateral acceleration of 7 m / s² corresponds to a compensated yaw rate of 0.2 rad / s. Since 6.4 m / s² falls between 6 m / s² and 7 m / s², the compensated yaw rate corresponding to the lateral acceleration of 6.4 m / s² can be proportionally interpolated between 0.12 rad / s and 0.2 rad / s to obtain a compensated yaw rate of 0.152 rad / s corresponding to the lateral acceleration of 6.4 m / s².

[0285] Specifically, "end-to-end clipping" means that if the data exceeds the range at both ends of the table, the boundary values ​​can be used directly. For example, the current lateral acceleration is 2 m / s². In this case, since the boundary value of 3 m / s² in the table corresponds to a compensated yaw rate of 0 rad / s, and the current lateral acceleration of 2 m / s² is less than the boundary value of 3 m / s², the compensated yaw rate corresponding to the lateral acceleration of 2 m / s² can be taken as 0 rad / s.

[0286] This application embodiment achieves precise judgment and control of the vehicle's driving state by setting judgment conditions such as pseudo-straight driving state, pseudo-straight driving activation state, and sharp turn state, combined with time thresholds of the first and second steady-state durations. The judgment of pseudo-straight driving state avoids false triggering caused by brief disturbances, improving stability. The judgment of sharp turn state ensures timely response to brief sharp turns, activating yaw compensation state to enhance vehicle stability. Through a pre-calibrated set of compensation angular velocities, the corresponding compensation yaw angular velocity can be quickly found based on lateral acceleration, achieving dynamic compensation and further improving vehicle handling and safety.

[0287] In one optional embodiment of this application, the method further includes the following steps:

[0288] S1061, if the pseudo-straight state is in the pseudo-straight activation state, and the duration of the pseudo-straight activation state is less than or equal to the preset first steady state duration, then it is determined that the yaw compensation state is in the compensation inactive state.

[0289] S1062, if the pseudo-straight state is in the pseudo-straight inactive state, then it is determined that the yaw compensation state is in the compensation inactive state.

[0290] S1063, if the steering state is in a sharp turn state, and the duration of the sharp turn state is greater than or equal to the preset second steady state duration, then it is determined that the yaw compensation state is in a compensation inactive state.

[0291] S1064, if the steering state is in a slow turning state, then it is determined that the yaw compensation state is in a compensation inactive state.

[0292] In this embodiment of the application, if the pseudo-straight state is in the pseudo-straight activation state and the duration of the pseudo-straight activation state is less than or equal to the preset first steady state duration, then the yaw compensation state is determined to be in the compensation inactive state.

[0293] In practice, if the duration of the pseudo-straight driving activation state is less than or equal to the preset first steady-state duration, it can be considered that the vehicle is in a brief pseudo-straight driving state due to a brief disturbance (such as road bumps, crosswinds, etc.). Since the duration of this state is short, it can be judged as a temporary dynamic fluctuation rather than a stable steering demand. Therefore, it can be determined that the yaw compensation state is in the compensation inactive state and yaw compensation is temporarily not performed to improve the smoothness of vehicle driving.

[0294] In this embodiment of the application, if the pseudo-straight state is in the pseudo-straight inactive state, then the yaw compensation state is determined to be in the compensation inactive state.

[0295] In the specific implementation, if the pseudo-straight-ahead state is in the pseudo-straight-ahead inactive state, that is, the current vehicle does not meet the formal straight-ahead conditions or the current vehicle is in the true straight-ahead state, then there is no need to perform yaw compensation. Therefore, it can be determined that the yaw compensation state is in the compensation inactive state.

[0296] In this embodiment of the application, if the steering state is in a sharp turn state and the duration of the sharp turn state is greater than or equal to the preset second steady state duration, then the yaw compensation state is determined to be in a compensation inactive state.

[0297] In practical implementation, if the duration of the sharp turn is greater than or equal to the preset second steady-state duration, the vehicle can be considered to be in a relatively continuous sharp turn state, such as when the driver is making a clear and strong steering operation. At this time, the vehicle's dynamic response can prioritize executing the driver's intention, so it can be determined that the yaw compensation state is in the compensation inactive state, and yaw compensation is not performed to avoid conflict with the driver's expected steering behavior after yaw compensation.

[0298] In this embodiment of the application, if the steering state is in a slow turning state, it is determined that the yaw compensation state is in a compensation inactive state.

[0299] In practice, if the steering state is in a slow-turn state, that is, the vehicle has performed a small-angle steering operation over a relatively long period of time, the vehicle's steering state is relatively stable, and there is no need for yaw compensation. Therefore, it can be determined that the yaw compensation state is in an inactive state.

[0300] This application uses multi-condition judgment to determine whether yaw compensation is in an inactive state, which can effectively improve the smoothness and safety of vehicle driving. When the pseudo-straight-ahead activation state is short-lived, this application can avoid unnecessary yaw compensation triggered by brief interference, improving driving smoothness. In the pseudo-straight-ahead inactive state or in a gentle turn state, this application can avoid unnecessary yaw compensation, reducing intervention in the driving system. When the sharp turn state is long-lived, the driver's intention is prioritized, and this application can avoid conflict between yaw compensation and driver operation, ensuring the rationality of yaw compensation and improving user experience.

[0301] In an optional embodiment of this application, step S1051 further includes the following step:

[0302] S1071, determine the rate of change of the front wheel steering angle based on the front wheel steering angle;

[0303] S1072, when the front wheel angle is less than a preset angle threshold and the front wheel angle change rate is less than a preset angle change rate threshold, it is determined that the pseudo-straight driving state is in a pseudo-straight driving active state.

[0304] S1073, if the front wheel angle is greater than or equal to a preset angle threshold, or if the front wheel angle change rate is greater than or equal to a preset angle change rate threshold, determine that the pseudo-straight driving state is in a pseudo-straight driving inactive state.

[0305] In this embodiment, the rate of change of the front wheel steering angle can be determined based on the front wheel steering angle. In a specific implementation, the rate of change of the front wheel steering angle can be obtained by differentiating the front wheel steering angle.

[0306] In this embodiment of the application, when the front wheel angle is less than a preset angle threshold and the front wheel angle change rate is less than a preset angle change rate threshold, it can be determined that the pseudo-straight driving state is in a pseudo-straight driving activation state.

[0307] The corner threshold and the corner change rate threshold can be set according to actual conditions. For example, the corner threshold... It can be set to 0.03 rad, the threshold for the rate of change of rotation. It can be set to 0.22 rad / s.

[0308] In this embodiment of the application, when the front wheel steering angle is greater than or equal to a preset steering angle threshold, or when the front wheel steering angle change rate is greater than or equal to a preset steering angle change rate threshold, it is determined that the pseudo-straight driving state is in a pseudo-straight driving inactive state.

[0309] In this embodiment of the application, if the front wheel steering angle is greater than or equal to a preset steering angle threshold, it can be determined that the pseudo-straight driving state is in a pseudo-straight driving inactive state.

[0310] In practical implementation, when the front wheel steering angle is greater than or equal to a preset steering angle threshold, it indicates that the driver is performing a clear and conscious steering operation. At this time, the target yaw rate calculated based on the front wheel steering angle and vehicle speed is relatively large, and the vehicle's control system will determine that the vehicle is in a steering state, meaning that the current vehicle does not meet the formal straight-ahead conditions. Therefore, it can be determined that the pseudo-straight-ahead state is in a pseudo-straight-ahead inactive state.

[0311] In this embodiment of the application, if the front wheel steering angle change rate is greater than or equal to a preset steering angle change rate threshold, it can also be determined that the pseudo straight driving state is in the pseudo straight driving inactive state.

[0312] In practical implementation, when the rate of change of the front wheel steering angle is greater than or equal to a preset threshold, it indicates that the driver is rapidly turning the steering wheel, signifying an urgent steering intention. The vehicle's control system will also recognize this as the vehicle being in a steering state, meaning the vehicle does not currently meet the formal straight-ahead conditions, thus confirming that the pseudo-straight-ahead state is inactive.

[0313] This application achieves accurate judgment of pseudo-straight-line states by combining front wheel steering angle and front wheel steering angle change rate. By setting steering angle thresholds and steering angle change rate thresholds, it can effectively distinguish between pseudo-straight-line active and pseudo-straight-line inactive states, avoiding false triggering caused by brief interference. It ensures that the vehicle's steering status can be acquired promptly in pseudo-straight-line active states, thereby further determining whether yaw compensation needs to be activated. Furthermore, when the front wheel steering angle is greater than or equal to a preset steering angle threshold, it can effectively identify the driver's explicit steering operation, avoiding misjudgment as a pseudo-straight-line state. When the front wheel steering angle change rate is greater than or equal to a preset steering angle change rate threshold, it can quickly respond to the driver's urgent steering intention, ensuring the system promptly enters steering mode, thereby improving the accuracy and response speed of vehicle control. This enhances the driving experience and safety.

[0314] In an optional embodiment of this application, the steering control parameters further include the measured yaw rate, and step S1052 further includes the following steps:

[0315] S1081, determine the rate of change of lateral acceleration based on the lateral acceleration;

[0316] S1082, Determine the rate of change of the measured yaw rate based on the measured yaw rate;

[0317] S1083, find the third target weight corresponding to the vehicle speed in the pre-calibrated third weight set according to the vehicle speed;

[0318] S1084, determine the steering intensity parameters based on the third target weight, the front wheel steering angle change rate, and the measured yaw rate change rate;

[0319] S1085, if the lateral acceleration is greater than the acceleration threshold, the product of the lateral acceleration and the rate of change of the lateral acceleration is negative, and the steering aggression parameter is greater than the aggression threshold, then the steering state is determined to be in a sharp turn state.

[0320] S1086, if the lateral acceleration is less than or equal to the acceleration threshold, or the product of the lateral acceleration and the rate of change of the lateral acceleration is positive, or the steering aggression parameter is less than or equal to the aggression threshold, the steering state is determined to be in a slow steering state.

[0321] In this embodiment, the rate of change of lateral acceleration can be determined based on the lateral acceleration. In a specific implementation, the rate of change of lateral acceleration can be obtained by differentiating the lateral acceleration.

[0322] In this embodiment, the rate of change of the measured yaw rate can be determined based on the measured yaw rate. In a specific implementation, the rate of change of the measured yaw rate can be obtained by differentiating the measured yaw rate.

[0323] In this embodiment, the steering intensity parameter can be determined based on the third target weight, the front wheel steering angle change rate, and the measured yaw rate change rate.

[0324] In practical implementation, the steering aggression parameter can be determined using the following formula:

[0325]

[0326] in, This indicates the steering aggression parameter. Indicates the weight of the third objective. This indicates the rate of change of the front wheel steering angle. This represents the measured rate of change of yaw rate. This indicates the weight assigned to the rate of change of the front wheel steering angle. This represents the weight set for the measured rate of change of yaw rate, where, and You can set it according to the actual situation. and The sum is 1. In one example, It can be set to 0.4. It can be set to 0.6.

[0327] In this embodiment of the application, the third target weight corresponding to the vehicle speed can be found in the pre-calibrated third weight set based on the vehicle speed.

[0328] In the specific implementation, the weights of the third objective can be found by referring to Table 5 below:

[0329] Table 5 Third Weight Set

[0330]

[0331] In practical implementation, for example, if the current vehicle speed is 12 m / s, then according to Table 5, the weight of the third objective is 0.3. It's understandable that the data in Table 5 can be used as an example; specific parameter settings can be determined and obtained based on actual conditions.

[0332] In a practical implementation, the second weight set can be calibrated in the following way:

[0333] On a flat road surface, different vehicle speeds can be set, and for each speed, the front wheel angle (steering wheel angle) and steering wheel speed can be changed to perform a series of steering operations, covering various lateral acceleration conditions that may occur at that speed. During this process, the front wheel angle, steering wheel speed, lateral acceleration, and actual yaw rate corresponding to each vehicle speed are recorded synchronously and at high frequency.

[0334] Based on the current vehicle speed and steering wheel rotation speed, look up Table 1 to obtain the linear region characteristic speed and nonlinear region characteristic speed corresponding to each current vehicle speed.

[0335] The first yaw rate can be determined based on the front wheel angle, vehicle speed, linear zone characteristic vehicle speed, and vehicle steady-state steering characteristics information corresponding to the lateral acceleration.

[0336] For each data point during the test, the difference between the actual yaw rate and the first yaw rate is calculated to obtain the uncompensated reference offset without compensation.

[0337] Simultaneously, based on the current lateral acceleration, look up Table 4 to obtain the pre-calibrated compensated yaw rate under that lateral acceleration. Since this compensated yaw rate is obtained by multiplying the yaw rate offset by the compensation coefficient 0.8, the yaw rate offset can be obtained by dividing the compensated yaw rate by 0.8. Then, multiply this yaw rate offset by the compensation residual coefficient (1 - compensation coefficient 0.8 = 0.2) to calculate the corresponding compensation residual amount. This compensation residual amount is the allowable error boundary.

[0338] For each test vehicle speed, calculate the error ratio of all data points at that speed, where the error ratio is the ratio of the uncompensated reference offset to the compensated residual. Calculate the average of the absolute values ​​of these error ratios to obtain the representative error ratio for that vehicle speed.

[0339] Based on the magnitude of the representative error ratio, the corresponding third objective weight can be determined through a predefined weight mapping relationship. The specific process is as follows:

[0340] When the error ratio is less than or equal to 1, it means that the error is not compensated and is within the allowable range. At this time, the weight of the third objective is 0.

[0341] When the representative error ratio is greater than 1 and less than or equal to 3, the weight of the third objective increases linearly between 0 and 0.8.

[0342] When the error ratio is greater than 3, the weight of the third objective is 0.8.

[0343] In practice, increasing the weight of the third objective from 0 to 0.8 is sufficient to ensure the calculation of the steering aggression parameter and determine whether compensation activation is necessary. If the maximum value of the third objective weight were set to 1, even small changes in front wheel steering angle or yaw rate would be mapped to a large steering aggression parameter. This could make the steering control system overly sensitive, potentially leading to misjudgments of steering aggression parameters exceeding the aggression threshold and requiring compensation during normal, slightly faster steering maneuvers, thus interfering with the driving experience. Therefore, setting the upper limit of the third objective weight to 0.8 avoids excessive intervention.

[0344] Through the above quantitative calculation process, a precise third target weight is finally determined for each test vehicle speed, resulting in Table 5. Table 5 is used to precisely control the activation level of the compensation function based on vehicle speed in steering control.

[0345] In practice, linear interpolation and end-to-end clipping can be used to look up the corresponding third target weights in Table 5.

[0346] Specifically, linear interpolation refers to calculating values ​​proportionally when the data to be queried is within the range of a table, but is not directly obtainable. For example, if the current vehicle speed is 11 m / s, we can first determine that the speed of 11 m / s falls between 10 m / s and 12 m / s. A speed of 10 m / s corresponds to a third target weight of 0.2, and a speed of 12 m / s corresponds to a third target weight of 0.3. Furthermore, since the speed of 11 m / s is precisely between 10 m / s and 12 m / s, the third target weight corresponding to 11 m / s can be taken as the midpoint between 0.2 and 0.4, which is 0.25.

[0347] Specifically, end-to-end clipping refers to using boundary values ​​directly if the data exceeds the range at both ends of the table. For example, if the current vehicle speed is 30 m / s, then since the boundary value of 25 m / s in the table corresponds to a third objective weight of 0.8, and the current vehicle speed of 30 m / s is greater than the boundary value of 25 m / s, the third objective weight corresponding to the vehicle speed of 30 m / s can be set to 0.8.

[0348] In the embodiments of this application, when the lateral acceleration is greater than the acceleration threshold, the product of the lateral acceleration and the rate of change of the lateral acceleration is negative, and the steering intensity parameter is greater than the intensity threshold, it can be determined that the steering state is in a sharp turn state.

[0349] Among them, acceleration threshold and intensity threshold You can set these parameters according to your specific needs. In one example, the acceleration threshold can be set to 8 m / s², and the intensity threshold can be set to 0.8.

[0350] In practice, if the lateral acceleration exceeds the acceleration threshold, it indicates that the vehicle's lateral movement is quite intense, possibly indicating a sharp turn. When the product of lateral acceleration and the rate of change of lateral acceleration is negative, it indicates that the lateral acceleration is decreasing (i.e., the vehicle is recovering from a sharp turn), which typically occurs when the vehicle begins to straighten the steering wheel after a sharp turn. If the steering aggression parameter exceeds the aggression threshold, it indicates that the vehicle's steering operation is very aggressive, possibly indicating a sharp turn.

[0351] When all three conditions above are met, it can be determined that the vehicle is in a sharp turn state, and the sharp turn state includes the process of the vehicle starting to straighten the steering wheel after the sharp turn.

[0352] In the embodiments of this application, when the lateral acceleration is less than or equal to the acceleration threshold, it can be determined that the steering state is in a slow-turn state.

[0353] In practice, when the lateral acceleration generated when the vehicle turns is less than or equal to the acceleration threshold, it indicates that the steering action is smooth and the vehicle body is dynamically stable, which meets the characteristics of a slow turning state. Therefore, it can be determined that the steering state is a slow turning state.

[0354] In the embodiments of this application, when the product of lateral acceleration and the rate of change of lateral acceleration is positive, it can be determined that the turning state is in a slow turning state.

[0355] In practice, the product of lateral acceleration and the rate of change of lateral acceleration is positive, indicating that the lateral acceleration is in the same direction as its change (i.e., both are positive or both are negative). This means that the lateral acceleration is in a stable increasing or decreasing trend without any violent fluctuations, and is a smooth turning process. Therefore, it can be determined that the turning state is in a slow turning state.

[0356] In the embodiments of this application, when the steering intensity parameter is less than or equal to the intensity threshold, it can be determined that the steering state is in a slow steering state.

[0357] In practice, if the steering aggression parameter is less than or equal to the aggression threshold, it indicates that the vehicle's steering operation is relatively smooth and does not meet the criteria for a sharp turn. Therefore, it can be determined that the steering state is in a slow turn state.

[0358] This application achieves accurate judgment of steering state by integrating multiple parameters such as lateral acceleration, rate of change of lateral acceleration, measured rate of change of yaw rate, and rate of change of front wheel steering angle. By introducing a third target weight set and dynamically adjusting the weights according to vehicle speed, the accuracy of the steering aggression parameter is further improved. Furthermore, by setting acceleration and aggression thresholds, it can effectively distinguish between sharp and non-sharp turns, avoiding misjudgments and ensuring timely activation of yaw compensation control during sharp turns. Moreover, this application can identify smooth steering actions when lateral acceleration is less than or equal to the acceleration threshold; when the product of lateral acceleration and rate of change of lateral acceleration is positive, it can detect stable changes in lateral acceleration, avoiding misjudgments of sharp turns; and when the steering aggression parameter is less than or equal to the aggression threshold, it can further confirm the smoothness of steering operation, improving driving experience and safety.

[0359] In one optional embodiment of this application, step 105 further includes the following steps:

[0360] S1091, when the measured yaw rate is positive, the reference yaw rate and the compensated yaw rate are added together to obtain the target yaw rate;

[0361] S1091, when the measured yaw rate is negative, the target yaw rate is obtained by subtracting the reference yaw rate from the compensated yaw rate.

[0362] In the embodiments of this application, when the measured yaw rate is positive, the reference yaw rate and the compensated yaw rate are added together to obtain the target yaw rate.

[0363] The positive and negative directions of the yaw rate can be defined according to the vehicle's coordinate system. In the vehicle's coordinate system, a positive yaw rate indicates that the vehicle rotates clockwise around the Z-axis, which corresponds to the vehicle rotating to the left (viewed from the rear of the vehicle). Conversely, a negative yaw rate indicates that the vehicle rotates counterclockwise around the Z-axis, which corresponds to the vehicle rotating to the right (viewed from the rear of the vehicle).

[0364] In practical implementation, a positive measured yaw rate indicates that the vehicle is currently rotating to the left when viewed from behind. The target yaw rate can be determined using the following formula:

[0365]

[0366] in, Indicates the target's yaw rate. Indicates the reference yaw rate. This indicates the compensation yaw rate.

[0367] In this embodiment of the application, when the measured yaw rate is negative, the target yaw rate is obtained by subtracting the reference yaw rate from the compensated yaw rate.

[0368] In practical implementation, a negative measured yaw rate indicates that the vehicle is currently rotating to the right when viewed from behind. The target yaw rate can be determined using the following formula:

[0369]

[0370] in, Indicates the target's yaw rate. Indicates the reference yaw rate. This indicates the compensation yaw rate.

[0371] This application embodiment achieves precise control of vehicle yaw behavior by dynamically adjusting the calculation method of the target yaw rate based on the positive or negative value of the measured yaw rate. When the measured yaw rate is positive (vehicle turning left), the reference yaw rate is added to the compensated yaw rate; when the measured yaw rate is negative (vehicle turning right), the reference yaw rate is subtracted from the compensated yaw rate. This effectively addresses the yaw requirements of the vehicle in different steering directions, ensuring the accuracy of the target yaw rate, thereby improving vehicle stability and handling. By dynamically adjusting the calculation method of the yaw rate, it can better adapt to complex driving environments, reduce the risk of loss of control in sharp turns or skidding, and significantly improve vehicle safety and driving experience.

[0372] Reference Figure 2 The diagram shows a structural schematic of a vehicle steering control device according to an embodiment of this application. The device includes:

[0373] Steering parameter acquisition module 201 is used to acquire the vehicle's steering control parameters;

[0374] The feature speed lookup module 202 is used to find the linear region feature speed and the nonlinear region feature speed corresponding to the steering control parameters in a pre-calibrated set of feature speeds according to the steering control parameters.

[0375] The reference yaw determination module 203 is used to determine a reference yaw rate based on the steering control parameters, the characteristic vehicle speed in the linear region, and the characteristic vehicle speed in the nonlinear region.

[0376] The yaw compensation determination module 204 is used to obtain the yaw compensation state of the vehicle, and when the yaw compensation state is in the compensation active state, to determine the compensation yaw rate according to the steering control parameters.

[0377] The target yaw determination module 205 is used to determine the target yaw rate based on the reference yaw rate and the compensated yaw rate.

[0378] The vehicle steering control module 206 is used to control the vehicle steering according to the target yaw rate.

[0379] In one optional embodiment of this application, the steering control parameters include steering wheel rotation speed and vehicle speed, and the feature vehicle speed lookup module 202 includes:

[0380] The feature speed lookup submodule is used to find the linear region feature speed and the nonlinear region feature speed corresponding to the steering wheel rotation speed and the vehicle speed from a pre-calibrated feature speed set.

[0381] In one optional embodiment of this application, the steering control parameters further include front wheel steering angle and lateral acceleration, and the reference yaw determination module 203 includes:

[0382] The first yaw rate determination submodule is used to determine the first yaw rate based on the front wheel angle, the vehicle speed, the linear zone characteristic vehicle speed and preset vehicle steady-state steering characteristic information;

[0383] The second yaw rate determination submodule is used to determine the second yaw rate based on the front wheel angle, the vehicle speed, the nonlinear region characteristic vehicle speed and the vehicle steady-state steering characteristic information.

[0384] The first target weight determination submodule is used to find the first target weight corresponding to the lateral acceleration in a pre-calibrated first weight set according to the lateral acceleration;

[0385] The third yaw rate determination submodule is used to determine the third yaw rate based on the first target weight, the first yaw rate, and the second yaw rate.

[0386] The second target weight determination submodule is used to find the second target weight corresponding to the vehicle speed in a pre-calibrated second weight set according to the vehicle speed.

[0387] The reference yaw rate determination submodule is used to determine the reference yaw rate based on the second target weight, the first yaw rate, the second yaw rate, and the third yaw rate.

[0388] In one optional embodiment of this application, the vehicle steady-state steering characteristic information is obtained using the following module:

[0389] The initial characteristic information acquisition module is used to acquire preset lateral resultant external force characteristic information and preset center of mass moment characteristic information;

[0390] The steady-state steering characteristic information acquisition module is used to determine the vehicle's steady-state steering characteristic information based on the lateral resultant external force characteristic information and the center of gravity moment characteristic information.

[0391] In one optional embodiment of this application, the steady-state steering characteristic information acquisition module includes:

[0392] The steady-state steering state determination submodule is used to acquire the lateral vehicle speed and determine that the vehicle is in a steady-state steering state when the lateral vehicle speed remains constant and the front wheel steering angle remains constant.

[0393] The steady-state parameter acquisition submodule is used to acquire the characteristic values ​​of the lateral speed change rate, the characteristic values ​​of the yaw rate change rate, and the preset center of gravity sideslip angle characteristic information when the vehicle is in the steady-state steering state.

[0394] The resultant external force reference information acquisition submodule is used to determine the resultant external force reference information based on the characteristic value of the lateral vehicle speed change rate, the characteristic information of the center of gravity sideslip angle, and the characteristic information of the resultant external force.

[0395] The center of mass torque reference information acquisition submodule is used to determine the center of mass torque reference information based on the characteristic value of the yaw rate of change, the characteristic information of the center of mass sideslip angle, and the characteristic information of the center of mass torque.

[0396] The steady-state steering characteristic acquisition submodule is used to determine the vehicle steady-state steering characteristic information based on the lateral resultant external force reference information and the center of mass torque reference information.

[0397] In one optional embodiment of this application, the yaw compensation determination module 204 includes:

[0398] The pseudo-straight-ahead state acquisition submodule is used to acquire the pseudo-straight-ahead state of the vehicle;

[0399] The steering state acquisition submodule is used to acquire the vehicle's steering state if the pseudo-straight driving state is in a pseudo-straight driving activation state and the duration of the pseudo-straight driving activation state is greater than a preset first steady state duration.

[0400] The compensation activation determination submodule is used to determine that the yaw compensation state is in the compensation activation state if the steering state is in a sharp turn state and the duration of the sharp turn state is less than the preset second steady state duration.

[0401] The yaw compensation determination submodule is used to find the yaw compensation angular velocity corresponding to the lateral acceleration from a pre-calibrated set of compensation angular velocities when the yaw compensation state is in the compensation active state.

[0402] In one optional embodiment of this application, the apparatus further includes:

[0403] The first compensation inactive submodule is used to determine that the yaw compensation state is in the compensation inactive state if the pseudo straight-ahead state is in the pseudo straight-ahead active state and the duration of the pseudo straight-ahead active state is less than or equal to the preset first steady-state duration.

[0404] The second compensation inactive submodule is used to determine that the yaw compensation state is in the compensation inactive state if the pseudo-straight state is in the pseudo-straight inactive state.

[0405] The third compensation inactive submodule is used to determine that the yaw compensation state is in the compensation inactive state if the steering state is in a sharp turn state and the duration of the sharp turn state is greater than or equal to the preset second steady state duration.

[0406] The fourth compensation inactive submodule is used to determine that the yaw compensation state is in an inactive state if the steering state is in a slow turning state.

[0407] In one optional embodiment of this application, the pseudo-straight-ahead state acquisition submodule includes:

[0408] A front wheel steering angle change rate acquisition unit is used to determine the front wheel steering angle change rate based on the front wheel steering angle;

[0409] The pseudo-straight-ahead activation unit is used to determine that the pseudo-straight-ahead state is in a pseudo-straight-ahead activation state when the front wheel angle is less than a preset angle threshold and the front wheel angle change rate is less than a preset angle change rate threshold.

[0410] The pseudo-straight driving inactive unit is used to determine that the pseudo-straight driving state is in a pseudo-straight driving inactive state when the front wheel angle is greater than or equal to a preset angle threshold, or when the front wheel angle change rate is greater than or equal to a preset angle change rate threshold.

[0411] In one optional embodiment of this application, the steering control parameters further include a measured yaw rate, and the steering state acquisition submodule includes:

[0412] Lateral acceleration rate of change acquisition unit, used to determine the lateral acceleration rate of change based on the lateral acceleration;

[0413] A measured yaw rate change rate acquisition unit is used to determine the measured yaw rate change rate based on the measured yaw rate.

[0414] The third target weight acquisition unit is used to find the third target weight corresponding to the vehicle speed in a pre-calibrated third weight set according to the vehicle speed.

[0415] The steering intensity parameter acquisition unit is used to determine the steering intensity parameter based on the third target weight, the front wheel steering angle change rate, and the measured yaw rate change rate.

[0416] A sharp turn state unit is used to determine that the steering state is in a sharp turn state when the lateral acceleration is greater than an acceleration threshold, the product of the lateral acceleration and the rate of change of the lateral acceleration is negative, and the steering intensity parameter is greater than an intensity threshold.

[0417] A slow-turn state unit is used to determine that the steering state is in a slow-turn state when the lateral acceleration is less than or equal to an acceleration threshold, or when the product of the lateral acceleration and the rate of change of the lateral acceleration is positive, or when the steering intensity parameter is less than or equal to an intensity threshold.

[0418] In one optional embodiment of this application, the target yaw determination module 205 includes:

[0419] The first yaw determination submodule is used to add the reference yaw rate and the compensated yaw rate to obtain the target yaw rate when the measured yaw rate is positive.

[0420] The second yaw determination submodule is used to obtain the target yaw rate by subtracting the reference yaw rate from the compensated yaw rate when the measured yaw rate is negative.

[0421] As the apparatus embodiment is basically similar to the method embodiment, it is described in a relatively simple manner. For relevant details, please refer to the description of the method embodiment.

[0422] One embodiment of this application also provides a vehicle that may include a processor, a memory, and a computer program stored in the memory and capable of running on the processor, wherein the computer program, when executed by the processor, implements the method described above.

[0423] An embodiment of this application also provides a computer-readable storage medium on which a computer program is stored, and when the computer program is executed by a processor, it implements the method described above.

[0424] It should be noted that the user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data used for analysis, data stored, data displayed, etc.) involved in this application are all information and data authorized by the user or fully authorized by all parties. Furthermore, the collection, use and processing of the relevant data must comply with the relevant laws, regulations and standards of the relevant countries and regions, and corresponding operation entry points are provided for users to choose to authorize or refuse.

[0425] The various embodiments in this specification are described in a progressive manner, with each embodiment focusing on the differences from other embodiments. The same or similar parts between the various embodiments can be referred to each other.

[0426] Those skilled in the art will understand that embodiments of this application can be provided as methods, apparatus, or computer program products. Therefore, embodiments of this application can take the form of entirely hardware embodiments, entirely software embodiments, or embodiments combining software and hardware aspects. Furthermore, embodiments of this application can take the form of computer program products implemented on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0427] This application describes embodiments with reference to flowchart illustrations and / or block diagrams of methods, terminal devices (systems), and computer program products according to embodiments of this application. It should be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing terminal device to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing terminal device, generate instructions for implementing the flowchart illustrations. Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0428] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing terminal device to operate in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0429] These computer program instructions can also be loaded onto a computer or other programmable data processing terminal equipment, causing a series of operational steps to be performed on the computer or other programmable terminal equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable terminal equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0430] Although preferred embodiments of the present application have been described, those skilled in the art, upon learning the basic inventive concept, can make other modifications and updates to these embodiments. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments as well as all modifications and updates falling within the scope of the embodiments of the present application.

[0431] Finally, it should be noted that in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or terminal device that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or terminal device. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or terminal device that includes the aforementioned element.

[0432] The above provides a detailed description of a vehicle steering control method, device, vehicle, and medium. Specific examples have been used to illustrate the principles and implementation methods of this application. The descriptions of the above embodiments are only for the purpose of helping to understand the method and core ideas of this application. At the same time, those skilled in the art will recognize that there will be changes in the specific implementation methods and application scope based on the ideas of this application. Therefore, the content of this specification should not be construed as a limitation of this application.

Claims

1. A vehicle steering control method characterized by, The method comprises: acquiring a steering control parameter of a vehicle; finding a linear region characteristic vehicle speed and a nonlinear region characteristic vehicle speed corresponding to the steering control parameter in a pre-labeled characteristic vehicle speed set according to the steering control parameter; determining a reference yaw rate according to the steering control parameter, the linear region characteristic vehicle speed and the nonlinear region characteristic vehicle speed; acquiring a yaw compensation state of the vehicle, and determining a compensation yaw rate according to the steering control parameter in a case where the yaw compensation state is in a compensation active state; determining a target yaw rate according to the reference yaw rate and the compensation yaw rate; controlling steering of the vehicle according to the target yaw rate.

2. The method of claim 1, wherein, The steering control parameter comprises a steering wheel speed and a vehicle speed, and the finding of the linear region characteristic vehicle speed and the nonlinear region characteristic vehicle speed corresponding to the steering control parameter in the pre-labeled characteristic vehicle speed set according to the steering control parameter comprises: finding the linear region characteristic vehicle speed and the nonlinear region characteristic vehicle speed corresponding to the steering wheel speed and the vehicle speed in the pre-labeled characteristic vehicle speed set according to the steering wheel speed and the vehicle speed.

3. The method of claim 2, wherein, The steering control parameter further comprises a front wheel steering angle and a lateral acceleration, and the determination of the reference yaw rate according to the steering control parameter, the linear region characteristic vehicle speed and the nonlinear region characteristic vehicle speed comprises: determining a first yaw rate according to the front wheel steering angle, the vehicle speed, the linear region characteristic vehicle speed and preset vehicle steady-state steering characteristic information; determining a second yaw rate according to the front wheel steering angle, the vehicle speed, the nonlinear region characteristic vehicle speed and the vehicle steady-state steering characteristic information; finding a first target weight corresponding to the lateral acceleration in a pre-labeled first weight set according to the lateral acceleration; determining a third yaw rate according to the first target weight, the first yaw rate and the second yaw rate; finding a second target weight corresponding to the vehicle speed in a pre-labeled second weight set according to the vehicle speed; determining a reference yaw rate according to the second target weight, the first yaw rate, the second yaw rate and the third yaw rate.

4. The method of claim 3, wherein, The vehicle steady-state steering characteristic information is acquired in the following manner: acquiring preset lateral combined external force characteristic information and preset center of mass moment characteristic information; determining vehicle steady-state steering characteristic information according to the lateral combined external force characteristic information and the center of mass moment characteristic information.

5. The method of claim 4, wherein, The determination of the vehicle steady-state steering characteristic information according to the lateral combined external force characteristic information and the center of mass moment characteristic information comprises: acquiring a lateral vehicle speed, and determining that the vehicle is in a steady-state steering state in a case where the lateral vehicle speed is constant and the front wheel steering angle is constant; acquiring a lateral vehicle speed change rate characteristic value, a yaw rate change rate characteristic value and preset center of mass side slip angle characteristic information in a case where the vehicle is in the steady-state steering state; determining lateral combined external force reference information according to the lateral vehicle speed change rate characteristic value, the center of mass side slip angle characteristic information and the lateral combined external force characteristic information; determine a vehicle steady-state cornering characteristic information according to the lateral combined external force reference information and the vehicle centric moment reference information. The method further comprises:

6. The method of claim 3, wherein, determining a vehicle lateral acceleration; determining a vehicle lateral acceleration variation rate according to the lateral acceleration; determining a vehicle lateral acceleration variation rate according to the lateral acceleration; determining a vehicle lateral acceleration variation rate according to the lateral acceleration; determining a vehicle lateral acceleration variation rate according to the lateral acceleration; 7. The method of claim 6, wherein, determining a vehicle lateral acceleration variation rate according to the lateral acceleration; determining a vehicle lateral acceleration variation rate according to the lateral acceleration; determining a vehicle lateral acceleration variation rate according to the lateral acceleration; determining a vehicle lateral acceleration variation rate according to the lateral acceleration; determining a vehicle lateral acceleration variation rate according to the lateral acceleration; 8. The method of claim 6, wherein, determining a vehicle lateral acceleration variation rate according to the lateral acceleration; determining a vehicle lateral acceleration variation rate according to the lateral acceleration; determining a vehicle lateral acceleration variation rate according to the lateral acceleration; determining a vehicle lateral acceleration variation rate according to the lateral acceleration; 9. 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determining a vehicle lateral acceleration variation rate according to the In a case that the lateral acceleration is less than or equal to an acceleration threshold, or a product of the lateral acceleration and the lateral acceleration change rate is positive, or the steering intensity parameter is less than or equal to an intensity threshold, it is determined that the steering state is in a gentle steering state.

10. The method of claim 9, wherein, The target yaw rate is determined according to the reference yaw rate and the compensation yaw rate, including: In a case that the measured yaw rate is positive, the reference yaw rate and the compensation yaw rate are added to obtain the target yaw rate; In a case that the measured yaw rate is negative, the reference yaw rate and the compensation yaw rate are subtracted to obtain the target yaw rate.

11. A vehicle steering control device characterized by comprising: The device includes: A steering parameter acquisition module configured to acquire a steering control parameter of a vehicle; A characteristic vehicle speed lookup module configured to look up, according to the steering control parameter, a linear region characteristic vehicle speed and a nonlinear region characteristic vehicle speed corresponding to the steering control parameter from a set of pre-labeled characteristic vehicle speeds; A reference yaw determination module configured to determine a reference yaw rate according to the steering control parameter, the linear region characteristic vehicle speed and the nonlinear region characteristic vehicle speed; A compensation yaw determination module configured to acquire a yaw compensation state of the vehicle, and in a case that the yaw compensation state is in a compensation active state, determine a compensation yaw rate according to the steering control parameter; A target yaw determination module configured to determine a target yaw rate according to the reference yaw rate and the compensation yaw rate; A vehicle steering control module configured to control steering of the vehicle according to the target yaw rate.

12. A vehicle characterized by comprising: A processor, a memory, and a computer program stored on the memory and capable of running on the processor, the computer program being executed by the processor to implement the method of any one of claims 1-10.

13. A computer-readable storage medium, characterized in that, A computer program is stored on the computer readable storage medium, and the computer program is executed by the processor to implement the method of any one of claims 1-10.

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