Vehicle steering control method, device, equipment, medium, program product and vehicle

Abstract

This application relates to a vehicle steering control method, apparatus, device, medium, program product, and vehicle, including determining a target steering center selected for the vehicle; and controlling the vehicle to steer according to the target steering center. The present invention aims to improve the maneuverability of vehicle steering.

Description

Technical Field

[0001] This application relates to the field of vehicle steering control, and more particularly to a vehicle steering control method, device, equipment, medium, program product, and vehicle. Background Technology

[0002] With the development of automotive technology, vehicle steering control has gradually become an essential function of intelligent vehicles. Vehicle steering control can manipulate the wheels of a vehicle through software and hardware to change the direction of travel, greatly improving driving convenience. However, the steering control schemes involved in related technologies all control the steering of a single wheel or a few wheels according to fixed parameters, resulting in low vehicle steering maneuverability. Summary of the Invention

[0003] This application provides a vehicle steering control method, apparatus, device, medium, program product, and vehicle, which improves the maneuverability of vehicle steering and at least partially solves the above-mentioned technical problems.

[0004] To achieve the above objectives, according to a first aspect of this application, a vehicle steering control method is provided, the vehicle steering control method comprising:

[0005] Determine the target steering center for the vehicle; control the vehicle to steer according to the target steering center.

[0006] According to a second aspect of this application, an electronic device is provided, comprising:

[0007] The determination module is used to determine the target steering center selected for the vehicle.

[0008] The control module is used to control the vehicle to steer according to the target steering center.

[0009] According to a third aspect of this application, an electronic device is also provided, including a processor connected to a memory storing a computer program, the processor being configured to run the computer program in the memory to perform any of the above-described vehicle steering control methods.

[0010] According to a fourth aspect of this application, a computer-readable storage medium is provided, the computer-readable storage medium storing a computer program, which, when executed by a processor, is any of the above-described vehicle steering control methods.

[0011] According to a fifth aspect of this application, a computer program product is provided, comprising a computer program that is executed by a processor to implement any of the above-described vehicle steering control methods.

[0012] According to a sixth aspect of this application, a vehicle is provided that performs the vehicle steering control method described above, or includes the electronic device or electronic equipment described above.

[0013] The vehicle steering control method provided in this application determines a target steering center for the vehicle; and controls the vehicle to steer according to the target steering center. This allows users to select the target steering center of the vehicle as needed, flexibly choosing the vehicle's steering range, thereby improving the vehicle's maneuverability.

[0014] Other features and advantages of this application will be described in detail in the following detailed description section. Attached Figure Description

[0015] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0016] To gain a more complete understanding of this application and its beneficial effects, the following description will be provided in conjunction with the accompanying drawings.

[0017] Figure 1 This is a flowchart illustrating one embodiment of the vehicle steering control method provided in this invention.

[0018] Figure 2 This is a schematic diagram of an optional area for special steering with rear-wheel steering provided in an embodiment of the present invention;

[0019] Figure 3 This is a schematic diagram of the optional region system for special steering without rear wheel steering provided in an embodiment of the present invention;

[0020] Figure 4 This is a schematic diagram of agile steering provided in an embodiment of the present invention;

[0021] Figure 5 This is a schematic diagram of skid steering provided in an embodiment of the present invention;

[0022] Figure 6 This is a first schematic diagram of in-situ turning provided in an embodiment of the present invention;

[0023] Figure 7 This is a second schematic diagram of turning in place provided in an embodiment of the present invention;

[0024] Figure 8 This is a schematic diagram of the stationary turning area for different types of vehicles provided in the embodiments of the present invention;

[0025] Figure 9 This is a flowchart illustrating a specific application scenario provided in the embodiments of the present invention;

[0026] Figure 10 This is a schematic diagram of the structure of the electronic device provided in the embodiments of the present invention;

[0027] Figure 11 This is a schematic diagram of the structure of the electronic device provided in the embodiment of the present invention. Detailed Implementation

[0028] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the protection scope of this application.

[0029] With the development of automotive technology, vehicle steering control has gradually become an essential function of intelligent vehicles. Vehicle steering control can manipulate the wheels of a vehicle through software and hardware to change the direction of travel, greatly improving driving convenience. However, the steering control schemes involved in related technologies all control the steering of a single wheel or a few wheels according to fixed parameters, resulting in low vehicle steering maneuverability.

[0030] Some related technologies utilize the characteristic of dual-motor electric vehicles, where the front and rear power output directions and torques can be independently controlled. During steering, the inner front wheel and outer rear wheel are locked, with a positive torque applied to the outer front wheel and a negative torque applied to the inner rear wheel, thus achieving an approximate rotation of the vehicle around its center of mass. This approach still uses fixed parameters for steering control, and its theoretical steering center is not within the vehicle's vertical projection plane. Actual simulations have also revealed that this four-wheel drive braking configuration either fails to rotate or the steering center lies on the extension line of the rear wheels, making true stationary rotation impossible.

[0031] To address the aforementioned issues, this application provides a vehicle steering control method, apparatus, device, medium, program product, and vehicle. This application allows users to select the target steering center of the vehicle according to their needs and flexibly choose the vehicle's steering range, thereby improving the vehicle's steering maneuverability.

[0032] Specifically, the vehicle steering control method in this application can be applied to vehicles, such as automobiles, electric vehicles, and hybrid vehicles. The entity executing the vehicle steering control method can be a vehicle, etc.

[0033] The following sections will take the vehicle as an example to illustrate the implementation of the vehicle steering control method, and will provide a detailed description of each embodiment.

[0034] Correspondingly, such as Figure 1 As shown, a vehicle steering control method may include the following steps:

[0035] S10. Determine the target steering center selected for the vehicle;

[0036] S20. Control the vehicle to steer according to the target steering center.

[0037] In this embodiment, the steering center can be the center of the vehicle's trajectory when turning. Ideally, when the vehicle turns, all wheels will rotate around the steering center. The steering center determines the vehicle's turning radius. A smaller turning radius results in more agile steering, allowing for steering within a smaller range. A larger turning radius provides greater stability and safety. Users can select a target steering center to adjust the vehicle's steering range as needed. Users can select their target steering center for vehicle steering through voice control, touch control, button control, input control, etc.

[0038] In some implementations, users can select a target steering center for the vehicle in advance, and the vehicle steering during subsequent preset time periods can use this target steering center. In some embodiments, users can select a target steering center for the vehicle in real time and perform steering in real time according to the target steering center.

[0039] When the steering conditions are met, such as receiving a steering command from the user or detecting an obstacle in front, the target steering center selected by the user for the vehicle can be determined first. Then, based on the target steering center, the vehicle can be assisted or automatically controlled to steer, so that the actual steering center of the vehicle when steering can match the target steering center, thereby meeting the user's steering needs.

[0040] In the technical solution disclosed in this embodiment, a target steering center is determined for the vehicle; based on the target steering center, the vehicle is controlled to steer. This allows the user to select a target steering center for steering according to their needs, thereby improving the vehicle's steering maneuverability.

[0041] In one embodiment, the target steering center is located in an optional area of ​​the vehicle's steering center, and the steering radius corresponding to the optional area is smaller than a preset steering radius.

[0042] In this embodiment, the target steering center needs to be located within the selectable area of ​​the steering center when the vehicle is turning. The steering radius corresponding to the selectable area needs to be smaller than the preset steering radius. The preset steering radius can be set according to user needs, the current steering environment of the vehicle, etc. When the target steering center is within the selectable area, the vehicle can smoothly complete the steering while meeting the steering requirements.

[0043] In some embodiments, the steering required by the vehicle can be a special steering, in which the wheels are in a state of high slip ratio, and control based on this state enables the vehicle to achieve a steering behavior smaller than the normal minimum steering radius. If the vehicle requires special steering, the preset steering radius can be the vehicle's normal minimum steering radius. The normal minimum steering radius is the vehicle's steering radius when the steering wheel is at its limit and the vehicle is turning at a relatively low and stable speed.

[0044] It should be noted that, generally speaking, the turning radius refers to the distance from the center plane of the outermost wheel, such as the outer front wheel, to the turning center. However, the turning situation discussed in this embodiment is quite different; the outermost point is not fixed to a specific wheel. For ease of understanding, the turning radius referred to in this embodiment can refer to the distance from the vehicle's center of gravity to the vehicle's turning center. Under this definition, the conventional minimum turning radius involved in this embodiment can generally be 4-5 meters.

[0045] In one embodiment, the method further includes:

[0046] The steering control interface is displayed, and the steering control interface includes the selectable area;

[0047] The target steering center is selected for the selectable area via the steering control interface.

[0048] In this embodiment, a steering control interface can be generated based on a selectable area of ​​the vehicle's steering center. This selectable area is further enhanced by a vehicle model diagram for easier viewing. The selectable area can be displayed relative to the vehicle model diagram. When the user needs to determine the target steering center, this steering control interface can be displayed via the vehicle's control panel, a vehicle-associated terminal device, etc. The user can view the selectable area through the steering control interface and determine its position relative to the vehicle using the vehicle model diagram, allowing the user to select the target steering center from the selectable area.

[0049] Users can tap their selected target steering center within the selectable area of ​​the steering control interface. The steering control interface can obtain the user's tap position within the selectable area and determine the selected target steering center for the vehicle's steering center selectable area based on that tap position.

[0050] This visually displays the selectable area of ​​the vehicle's steering center through the steering control interface, making it easier for users to select their desired target steering center and improving the convenience of controlling the vehicle's steering. Users can randomly select a touch point within the selectable area of ​​the steering control interface to determine the target steering center, further enhancing the vehicle's steering maneuverability.

[0051] In one embodiment, the optional region includes at least two steering regions, with different steering types corresponding to different steering regions.

[0052] In this embodiment, the vehicle can be steered, and this can be further subdivided into multiple steering types. Each steering type has a different steering effect and a different steering area. Therefore, the selectable area can also include at least two steering areas, with different steering types corresponding to different steering areas.

[0053] In some embodiments, the optional area may also include a steering area, that is, the vehicle can perform a certain type of steering.

[0054] In some embodiments, the selectable region may consist of all or part of the steering regions corresponding to one or more steering types. This allows any point within the selectable region to be assigned a specific steering type for steering.

[0055] In some embodiments, the steering control interface can display different steering areas included in the selectable area using different display methods, so that users can distinguish between different steering areas. For example, steering areas can be displayed using different styles of borders, background colors, etc., or they can be associated with different steering areas using different identifiers, such as names, etc., see reference. Figure 2 or Figure 3 .

[0056] In one embodiment, the steering region includes an optional steering center corresponding to the steering type of the steering region.

[0057] The steering region is the area where the optional steering center for its corresponding steering type is located. In other words, it's the area where the steering center might exist when the vehicle turns using the steering type corresponding to the steering region. When the vehicle uses a point within the steering region as its steering center, it can achieve the steering type corresponding to that region. The range of the steering region corresponding to a steering type is related to factors such as the steering type, vehicle structure, and required settings, which will be explained in conjunction with specific steering types later.

[0058] In one embodiment, the steering type includes at least one of agile steering, slip steering, and stationary steering.

[0059] In this embodiment, the vehicle can perform special steering. Therefore, this embodiment can integrate multiple special steering types, including at least one of agile steering, slip steering, and stationary steering, so that the vehicle can perform more types of steering and further improve the vehicle's maneuverability.

[0060] Agile steering, based on Ackermann steering, involves adjusting the wheel speeds of some wheels, at most reducing them to lock, thereby decreasing the steering radius. The typical steering radius for agile steering is 2.5-4 meters. Slip steering is based on the difference in wheel speeds between the left and right wheels. Stationary steering refers to steering where the vehicle's steering center lies within its vertical projection plane. This vertical projection plane, viewed from directly above the vehicle, represents the area of ​​the vehicle body covered on the ground. In this embodiment, stationary steering can also be based on center steering, adjusting wheel speeds to deviate the steering center from the center steering's corresponding steering center.

[0061] It should be noted that the left and right sides of a vehicle refer to both sides in the lateral direction, while the front and rear sides refer to both sides in the longitudinal direction, which is the direction of travel. In some embodiments, the left and right sides of a vehicle may also be referred to as the inner and outer sides. The outer side refers to the side of the left and right sides of the vehicle that is far from the steering center, and the inner side refers to the side of the left and right sides of the vehicle that is close to the steering center.

[0062] In one embodiment, the agile steering includes steering in which the left and right side wheels of the vehicle turn in the same direction;

[0063] The slip steering includes steering in which the turning angle of the left and right wheels of the vehicle is 0 and the wheel speeds of the left and right wheels are in the same direction;

[0064] The in-situ steering includes steering in which the turning angle of the left and right wheels of the vehicle is 0 or in the opposite direction, and the wheel speeds of the left and right wheels are in opposite directions.

[0065] Since this embodiment needs to integrate agile steering, stationary steering, and skid steering, this embodiment will further restrict these steering types to make them distinct.

[0066] In this embodiment, there are three cases for the turning angles of the left and right wheels of a vehicle: same-direction turning (meaning the wheels are in the same direction relative to the vehicle's longitudinal direction), opposite-direction turning (meaning the left and right wheels are in opposite directions relative to the vehicle's longitudinal direction), and 0-degree turning (meaning both wheels are parallel to the vehicle's longitudinal direction). There are also two cases for the wheel speeds of the left and right wheels of a vehicle: same-direction wheel speeds (meaning the left and right wheels rotate in the same direction; a wheel speed of 0 on one side is also classified as same-direction wheel speeds), and opposite-direction wheel speeds (meaning the left and right wheels rotate in opposite directions).

[0067] During agile steering, the turning angles of the left and right wheels of the vehicle are in the same direction, and the size of the turning angles does not need to be equal, nor is there a requirement for the direction of the wheel speeds on the left and right sides. During skidding steering, the turning angles of all four wheels of the vehicle can be locked to 0, and the wheel speeds on the left and right sides are in the same direction. During stationary steering, the turning angles of all four wheels of the vehicle can be locked to 0, or the turning angles on the left and right sides can be reversed, and the wheel speeds on the left and right sides can be reversed. Through theoretical and experimental methods, the range of the steering area corresponding to different steering types can be determined.

[0068] In one example, the steering region corresponding to agile steering is the area where the optional agile steering center is located, hereinafter referred to as the agile steering region. The agile steering region has lateral inner and outer boundaries, as well as longitudinal upper and lower boundaries. The lateral outer boundary can be the steering center corresponding to the vehicle's normal minimum steering radius, i.e., the boundary defined by the longitudinal extension of the normal minimum steering center. The lateral inner boundary is related to the wheel speed ratio limit of the vehicle's left and right wheels. The longitudinal upper and lower boundaries are related to the wheel speed ratio limit of the vehicle's front and rear wheels. The wheel speed ratio limit is related to the wheel speed limit. The minimum wheel speed limit can be reduced to near 0, but cannot be equal to 0, otherwise it would be slip steering. The maximum wheel speed limit is determined based on the extreme point of wheel speed corresponding to the permissible slip rate and / or the steering center no longer changing. On the one hand, the higher the wheel speed, the greater the wheel slip and the greater the wear. On the other hand, the rate of change of the steering center's movement distance decreases with increasing wheel speed; after reaching a certain extreme point, further increasing the wheel speed will not change the steering center. Since wheel speed has maximum and minimum limits, the wheel speed ratio is also controlled within a certain range, which in turn controls the adjustable range of the steering center, thus determining the range of the agile steering area.

[0069] Reference Figure 4 According to the Ackermann steering principle, the minimum conventional steering center when the vehicle's steering wheel angle is turned to its maximum can be calculated:

[0070]

[0071] In the formula, θ fi θ fo θ ri and θ ro The turning angles of the front inner wheel, front outer wheel, rear inner wheel, and rear outer wheel are given by d. f and d r Let be the track width between the front and rear axles, l be the wheelbase, a be the distance from the vehicle's geometric center to the front axle (these parameters are determined by the vehicle structure), c be the longitudinal distance from the steering center to the front axle, and R0 be the conventional minimum steering radius. The minimum steering radius here uses the conventional definition, which is the distance from the center plane of the outermost wheel to the steering center, obtained by solving the above equations. c and R0 determine the unique steering center O0. The straight line parallel to the vehicle's longitudinal axis where O0 lies is the lateral outer boundary of the agile steering area.

[0072] Reference Figure 2 If the vehicle's rear wheels do not steer, then only the following conditions need to be met. And at this time, c = l.

[0073] Reference Figure 3 If the vehicle's rear wheels steer, then the following conditions must be met. The solved R0 can be smaller, O0 can be closer to the vehicle, and the agile steering area will also be narrower.

[0074] In one example, for a vehicle with a single motor driving a single wheel, if it is driven by four or three motors, the target wheel speed for that single wheel can be negative. That is, the motor can control the single wheel to reverse. If the wheel can reverse, then the target wheel speed for that wheel can be negative; otherwise, it should be non-negative. As mentioned earlier, negative wheel speeds can further increase the lateral inner boundary of the agile steering area and allow for a larger front-to-rear wheel speed ratio, thus achieving a larger longitudinal boundary of the agile steering area.

[0075] In one example, the steering region corresponding to slip steering is the area where the optional slip steering center is located, hereinafter referred to as the slip steering region. The slip steering region can also have lateral inner and outer boundaries, as well as longitudinal upper and lower boundaries. The following explanation is based on the slip steering process:

[0076] Reference Figure 5 Skid steering requires the wheel speeds on both sides to be in the same direction, that is, the minimum wheel speed of one side is 0, and both sides are either turning forward or in reverse. When skid steering, increasing the turning angle will increase the turning radius, so the turning angle of all four wheels is controlled to be 0.

[0077] When applying slip steering based on a preset steering speed v, the following formula must be satisfied:

[0078]

[0079] In the formula, V out V is the linear velocity of the outer side of the vehicle. in V is the linear velocity along the inner side of the vehicle, d is the average track width of the vehicle, and R is the turning radius. in =0, V out When the speed is 2v, R = d / 2, meaning the inner wheel is locked and the outer wheel is at a constant speed, and the vehicle's longitudinal speed is v, the turning radius of the slip steering is the smallest. At this point, the steering center is located on the inner edge of the vehicle. As the difference in linear velocity between the inner and outer sides of the vehicle gradually decreases, the turning radius of the slip steering gradually increases. Theoretically, the lateral outer boundary of the slip steering is the extension of the steering center in the longitudinal direction of the vehicle when the linear velocities of the inner and outer sides are equal. However, this extension is only a theoretical lateral outer boundary. In reality, when the linear velocities of the inner and outer sides of the vehicle are equal, the vehicle cannot rotate. Therefore, the actual lateral outer boundary of the slip steering area is theoretically infinitely close to this theoretical lateral outer boundary, but it cannot be accurately determined. Therefore, the lateral outer boundary of the slip steering area can be set inward based on this theoretical lateral outer boundary and boundary requirements.

[0080] Based on this, the longitudinal upper and lower boundaries of the slip steering area are also related to the wheel speed ratio limit of the front and rear wheels of the vehicle. In this embodiment, the longitudinal upper boundary of the slip steering area can be the extension line of the front axle of the vehicle, the longitudinal lower boundary of the slip steering area can be the extension line of the rear axle of the vehicle, the lateral inner boundary is the longitudinal extension line of the inner side line of the vehicle body, and the lateral outer boundary is a straight line that is closer to the vehicle and parallel to the longitudinal direction of the vehicle body than the theoretical lateral outer boundary. In some embodiments, the lateral outer boundary of the slip steering area will be the lateral inner boundary of the agile steering area, so that the steering areas corresponding to different steering types will not overlap.

[0081] In one example, the steering area corresponding to stationary turning can be the area where the optional steering center of stationary turning is located, which will be referred to as the stationary turning area below. The steering area corresponding to stationary turning is located in the vertical projection plane of the vehicle body. Turning whose steering center is not in the vertical projection plane of the vehicle body will not be classified as stationary turning.

[0082] In one example, refer to Figure 6 Stationary turning is based on center steering, with the four wheels of the vehicle having a turning angle of 0°. The left and right sides of the vehicle rotate at the base vehicle rotation speed, which allows the steering center to be located at the vehicle's geometric steering center, i.e., the basic steering center for stationary turning. Adjusting the wheel speeds of different vehicles can cause the steering center to deviate from the geometric steering center; as long as this does not exceed the vehicle's vertical projection, it can still be considered stationary turning. Depending on the vehicle's structure, the actual range of stationary turning may vary.

[0083] Reference Figure 7 If the vehicle has a specific corner module, each wheel of the vehicle can be controlled independently. In practical applications, the rear wheels can also be controlled independently, allowing the front and rear wheels of the vehicle to turn inward and outward for on-the-spot turning.

[0084] Reference Figure 8 The higher the independent controllability of the wheel speed or turning angle of each wheel of a vehicle, the larger the range of the stationary area.

[0085] In some embodiments, a preset steering radius can be set according to user needs, such that the selectable area may include an incomplete agile steering area, an incomplete slip steering area, or an incomplete stationary steering area. The types of steering the vehicle can perform include at least one of agile steering, slip steering, and stationary steering.

[0086] In this embodiment, in order to provide users with more steering types to choose from, the selectable area includes at least two steering areas, with different steering types corresponding to different steering areas, and the steering center of different steering types can be adjusted to further improve the vehicle's maneuverability.

[0087] In some embodiments, the steering regions corresponding to different steering types may overlap. If two steering regions overlap, the user can select the steering region with higher priority for the corresponding steering type as the overlapping region according to their needs. For example, to reduce wheel wear, agile steering can have a higher priority because it wears less. The overlapping region between the slip steering region and the agile steering region can be preferentially set as the agile steering region. Specifically, the lateral outer boundary of the slip steering region can be the lateral inner boundary of the agile steering region.

[0088] It is understandable that the range of the steering area corresponding to the steering type mentioned above is mainly related to the adjustable range of the steering angle and wheel speed of each wheel. These are related to the structure and settings of the vehicle itself. Therefore, under the same steering type, the steering area corresponding to different vehicles may be different and needs to be determined according to the specific vehicle.

[0089] Optionally, based on any of the above embodiments, in another embodiment of the vehicle steering control method of the present invention, the method further includes:

[0090] Based on the target steering center, determine the target wheel speed and target steering angle of each wheel of the vehicle;

[0091] The vehicle is steered according to the target wheel speed and the target turning angle of each wheel.

[0092] In this embodiment, after determining the target steering center, the target wheel speed and target turning angle of each wheel of the vehicle can be automatically obtained based on the target steering center and the pre-calibrated steering relationship. Then, the vehicle's wheel drive structure, such as the motor and engine, can be controlled according to the target wheel speed of each wheel. Based on the target turning angle of each wheel, the wheel rotation can be controlled through the corner module, thereby realizing the rotation with the target steering center as the steering center and meeting the user's steering center requirements.

[0093] In the technical solution disclosed in this embodiment, the target wheel speed and target turning angle of each wheel can be automatically determined according to the target steering center, thereby achieving matching with the target steering center, meeting the user's steering needs, and improving the vehicle's steering maneuverability.

[0094] In one embodiment, the method further includes:

[0095] If the vehicle steers to a preset position and / or receives a stop steering command, it exits the steering mode.

[0096] In this embodiment, the vehicle operates at the target wheel speed and target turning angle of each wheel to achieve steering. When operating at the target wheel speed and target turning angle, the vehicle can automatically complete steering by braking the vehicle or changing the wheel speed or turning angle when at least one condition is met, such as when the vehicle turns to a preset position or when a user-initiated stop steering command is received.

[0097] In one example, refer to Figure 9 Users can select to enter the characteristic steering mode via the control panel. The vehicle will perform characteristic steering at a low preset speed v, typically 5-10 km / h. The available area for special steering can be displayed on the control panel through the steering control interface. Users can select a point within the selectable area as the target steering center. The target wheel speed and target steering angle are determined based on the target steering center, and drive, braking, and steering are integrated and controlled according to the preset speed. The vehicle performs characteristic steering around the target steering center at the preset speed v. During this process, no further user intervention is required. Once the vehicle reaches the desired position, the user can initiate a stop steering command via the control panel to exit the special steering mode. The vehicle will automatically brake, and the steering will be complete.

[0098] In one embodiment, determining the target wheel speed and target steering angle of each wheel of the vehicle based on the target steering center includes:

[0099] The target steering type is determined from the steering types corresponding to the target steering area to which the target steering center belongs;

[0100] The target wheel speed and target steering angle of each wheel are determined based on the target steering type.

[0101] In this embodiment, a target steering region is determined within the selectable area to which the target steering center belongs. The steering type corresponding to this target steering region is used as the target steering type for vehicle steering. The vehicle is then steered according to the target steering type, ensuring that the vehicle's steering conforms to the target steering type, thus matching the vehicle's steering center with the target steering center.

[0102] In some embodiments, the selectable region includes at least two steering regions, each corresponding to a different steering type, allowing the user to select a target steering center within the two steering regions and achieve a fusion of multiple steering types.

[0103] In one embodiment, if the target steering center belongs to at least two target steering regions, then the steering type with the highest priority among the steering types corresponding to the at least two target steering regions is determined as the target steering type.

[0104] In this embodiment, the target steering type has the highest priority among the steering types corresponding to the target steering area. Since steering areas corresponding to different steering types may overlap—for example, agile steering and slip steering areas may overlap, or the user-selected point may lie on the boundary between different steering areas—the target steering area may belong to at least two target steering areas. If at least two target steering areas exist, the steering type with the highest priority among the steering types corresponding to those areas needs to be selected as the target steering type. The priority is set according to user needs. For example, to reduce vehicle wear, the priorities from highest to lowest could be agile steering, slip steering, and stationary steering; to reduce steering space, the priorities from highest to lowest could be stationary steering, slip steering, and stationary steering.

[0105] In some embodiments, the target steering type is pre-configured with preset wheel speeds and preset steering angles for each wheel. By controlling the vehicle according to the pre-configured preset wheel speeds and preset steering angles for each wheel, the vehicle can achieve steering that satisfies the steering type, and to a certain extent, the center of vehicle steering is matched with the target steering center.

[0106] In some embodiments, the target steering type pre-configures the preset wheel speed or preset steering angle of each wheel, and then determines the preset wheel speed or preset steering angle of each wheel that is not pre-configured by the target steering center and the steering relationship pre-calibrated for the target steering type. Then, based on the pre-configured parameters and the parameters calculated in combination with the target steering center, the vehicle is controlled to steer, which can realize the adjustable steering center of the target steering type.

[0107] In one embodiment, the target steering type is configured with preset steering angles for each wheel, and determining the target wheel speed and target steering angle of each wheel according to the target steering type includes:

[0108] The target wheel speed of each wheel under the target steering type is determined based on the target steering center, wherein the target steering angle of each wheel is the preset steering angle of each wheel.

[0109] In this embodiment, since the target steering type is configured with preset steering angles for each wheel, the target steering angle for each wheel of the vehicle can be the preset steering angle configured for each wheel under the target steering type. Based on the already determined target steering angles for each wheel, the target wheel speed for each wheel under the current target steering type can be determined according to the target steering center.

[0110] In some examples, the preset turning angle of each wheel in the agile steering configuration can be the maximum turning angle of each wheel, and the turning angles of the left and right side wheels are in the same direction. The preset turning angle of each wheel in the slip steering configuration can be 0. The preset turning angle of each wheel in the stationary steering configuration can also be 0. When the turning angle of each wheel in the stationary steering configuration can be adjusted independently, the preset turning angle of each wheel in the stationary steering configuration can be the maximum turning angle of each wheel, and the turning angles of the inner and outer wheels are in opposite directions.

[0111] In one embodiment, determining the target wheel speed of each wheel under the target steering type based on the target steering center includes:

[0112] Obtain the base steering center and the base wheel speed of each wheel corresponding to the target steering type;

[0113] The target wheel speed of each wheel is determined based on the center offset between the target steering center and the base steering center, and the base wheel speed of each wheel.

[0114] In this embodiment, the target steering type will be based on a preset vehicle speed v and a preset turning angle of each wheel to perform the basic steering corresponding to the target steering type. Correspondingly, the basic steering center and basic wheel speed when performing the basic steering can be obtained.

[0115] In some embodiments, without changing the preset steering angle of each wheel, the offset of the target steering center relative to the base steering center is affected by the wheel speed changes of each wheel. The steering relationship between this offset and wheel speed changes can be calibrated through experiments or simulations. Then, the wheel speed changes of each wheel can be determined based on the center offset between the target steering center and the base steering center. Combined with the base wheel speed of each wheel, the target wheel speed of each wheel under the target steering type can be quickly determined.

[0116] In one embodiment, the center offset includes a lateral offset and a longitudinal offset, and the method includes:

[0117] When the target steering type includes agile steering, the target wheel speed of each wheel is determined based on the target wheel speed change of each wheel corresponding to the lateral offset, the target wheel speed ratio of the front and rear wheels of the vehicle corresponding to the longitudinal offset, and the base wheel speed.

[0118] In this embodiment, the center offset includes lateral offset and longitudinal offset. The lateral offset is the offset of the target steering center in the lateral direction of the vehicle relative to the basic steering center, and the longitudinal offset is the offset of the target steering center in the longitudinal direction of the vehicle relative to the basic steering center.

[0119] Agile steering is based on Ackermann steering, with all wheels turning in the same direction. Simulations show that to move the steering center inward, while keeping the speeds of the other three wheels constant, the speeds of the outer front wheels and outer rear wheels should be increased, while the speed of the inner rear wheel should be decreased, or the speed of the inner front wheel should deviate from the base speed corresponding to the minimum steering radius. Therefore, the lateral impact of changes in wheel speeds on the basic steering can be calibrated. Further simulations reveal that the longitudinal offset of the steering center is related to the ratio of the front and rear wheel speeds on the left and right sides of the vehicle. Decreasing this ratio moves the steering center forward, and otherwise it moves it backward. Therefore, the longitudinal impact of the front and rear wheel speed ratio on the basic steering can be calibrated.

[0120] When the target steering type includes agile steering, the lateral offset of the target steering center can be converted into the target wheel speed change of each wheel based on the above calibration results, and the longitudinal offset of the target steering center can be converted into the target wheel speed ratio of the front and rear wheels of the vehicle. The target wheel speed of each wheel can be calculated based on the target wheel speed change, the target wheel speed ratio, and the base wheel speed.

[0121] In one example, during agile steering, the preset turning angle of each wheel is the maximum turning angle of each wheel. According to the Ackermann steering principle, the steering center O0 corresponding to the normal minimum steering radius with the maximum turning angle of each wheel can be calculated as the basic steering center.

[0122] The target wheel speed of each wheel can be determined based on the preset vehicle speed v and the maximum turning angle of each wheel.

[0123] Reference Figure 4 When there is no rear wheel steering, the linear velocity of the wheel center must meet the following requirements:

[0124]

[0125] For rear-wheel steering vehicles, the following conditions must be met:

[0126]

[0127] In the formula, v fi0 v fo0 v ri0 and v ro0 Let v be the basic wheel center linear velocity of each wheel, and v be the preset vehicle speed. The basic wheel speed ω of each wheel can be calculated from the basic wheel center linear velocity and the effective rolling radius of the corresponding wheel. fi0 ω fo0 ω ri0 and ω ro0 .

[0128] The new rotation center O has a longitudinal offset Δx (which can be set forward as positive) and a lateral offset Δy (which can be set pointing towards the vehicle's center of gravity as positive) relative to the basic steering center O0. A function can be fitted to the lateral influence of the wheel speed changes of each wheel on the basic steering center through experiments or simulations.

[0129] Δy=f j (Δω nm )

[0130] Where j = (1,2,3,4), n = (f,r), and m = (i,o).

[0131] The influence of the wheel speed ratio of the front and rear wheels on the longitudinal direction of the basic steering center can be obtained through experiments or simulations using the fitting function Δx=g1(ω fi / ω ri ) and Δx=g2(ω fo / ω ro ).

[0132] Based on the foregoing, through multi-parameter fitting, Δx and Δy are expressed as fitting functions representing the influence of the wheel speed change of each wheel relative to the base wheel speed of conventional minimum radius steering and the front-to-rear wheel speed ratio, serving as the steering relationship corresponding to agile steering. When the target steering type is agile steering, based on this steering relationship, the target wheel speed change of each wheel corresponding to the lateral offset of the target steering center relative to the base steering center, and the target wheel speed ratio of the front-to-rear wheels corresponding to the longitudinal offset of the target steering center relative to the base steering center, can be determined. For each set of Δx and Δy, the target wheel speed change of each wheel, the front-to-rear wheel speed ratio, and the base wheel speed can determine multiple sets of target wheel speeds for each wheel. Subsequently, the slip ratio data corresponding to the target wheel speeds of each set of wheels can be used to filter out the final target wheel speeds for controlling each wheel of the vehicle, achieving adjustable steering center for agile steering.

[0133] In one embodiment, when the target steering type includes stationary steering, the target wheel speed of each wheel is determined based on the target wheel speed change of the left and right wheels of the vehicle corresponding to the lateral offset, the target wheel speed change of the front and rear axles of the vehicle corresponding to the longitudinal offset, and the base wheel speed.

[0134] For stationary steering, it is based on center steering, which is steering with the vehicle's geometric center as the steering center. During stationary steering, the turning angles of each wheel are generally locked at 0. Simulations show that when the front axle's wheels rotate in the opposite direction and their speeds decrease, the steering center shifts longitudinally forward; when the left-side wheels rotate in the same direction and their speeds decrease, the steering center shifts laterally to the left; and vice versa. The lateral and longitudinal effects are relatively independent. Therefore, it is possible to calibrate the lateral influence of the target wheel speed changes on the left and right wheels on center steering, and the longitudinal influence of the target wheel speed changes on the front and rear axles on center steering.

[0135] When the target steering type includes stationary steering, the lateral offset of the target steering center can be converted into the target wheel speed change of each wheel based on the calibration results above, and the longitudinal offset of the target steering center can be converted into the target wheel speed change of the front and rear axles of the vehicle. Based on these two target wheel speed changes and the base wheel speed, the target wheel speed of each wheel can be calculated.

[0136] In one example, refer to Figure 6 In-place steering is based on center steering, with the vehicle's four-wheel turning angle at 0°. A base vehicle rotational speed is set, such as 20° / s. The wheel speeds of each wheel rotating at this yaw rate are the base wheel speeds, and the vehicle's geometric center is the base steering center. The lateral coordinate Y of the target steering center relative to the vehicle's geometric center is the lateral offset, and the longitudinal coordinate X of the target steering center relative to the vehicle's geometric center is the longitudinal offset. X is calibrated to convert the target wheel speed changes of the front and rear axles, and Y is calibrated to convert the target wheel speed changes of the left and right wheels. By superimposing these target wheel speed changes on the base wheel speeds of each wheel, a new wheel speed target can be obtained. Further control of the motor torque output allows for adjustable steering center during in-place steering.

[0137] In one embodiment, determining the target wheel speed of each wheel under the target steering type based on the target steering center includes:

[0138] Obtain the lateral and longitudinal positions of the target steering center relative to the vehicle;

[0139] Based on the lateral and longitudinal positions, the target wheel speed of each wheel under the target steering type is determined.

[0140] In this embodiment, the target wheel speed of each wheel under the target steering type can also be determined directly based on the lateral and longitudinal positions of the target steering center relative to the vehicle. Specifically, this can be the lateral and longitudinal positions relative to the vehicle's geometric center, such as the center of mass. In a coordinate system with the vehicle's geometric center as the origin, the lateral position is the abscissa of the target steering center, and the longitudinal position is the ordinate of the target steering center. Based on the lateral and longitudinal positions, the wheel speed ratio of each wheel during the target steering type can be determined, thereby determining the target wheel speed of each wheel and improving steering control efficiency.

[0141] In one embodiment, determining the target wheel speed of each wheel under the target steering type based on the lateral position and the longitudinal position includes:

[0142] Based on the target wheel speed ratio of the left and right wheels of the vehicle corresponding to the lateral position, and the target wheel speed ratio of the front and rear wheels of the vehicle corresponding to the longitudinal position, the target wheel speed of each wheel under the target steering type is determined.

[0143] In this embodiment, simulation revealed that when the relative wheel speed of the front wheels of the vehicle is reduced and the relative wheel speed of the rear wheels is increased, the steering center can be moved forward relative to the vehicle body, that is, towards the longitudinal upper boundary. When the relative wheel speed of the right wheel of the vehicle is reduced and the relative wheel speed of the left wheel of the vehicle is increased, the steering center can be moved to the right relative to the vehicle body, and vice versa.

[0144] Based on this, it can be determined that the lateral position of the steering center relative to the vehicle is related to the wheel speed ratio of the left and right sides of the vehicle, and the longitudinal position of the steering center relative to the vehicle is related to the wheel speed ratio of the front and rear wheels of the vehicle.

[0145] This principle is unified within a certain framework. It is universally applicable to control the lateral and longitudinal offset of the steering center by adjusting the wheel speed ratio. The difference lies in the control of wheel angle and the direction of the angle under different steering types. Therefore, the first correspondence between the lateral position of the steering center and the wheel speed ratio of the left and right sides of the vehicle, and the second correspondence between the longitudinal position of the steering center and the wheel speed ratio of the front and rear wheels of the vehicle can be pre-defined. Thus, the position of the target steering center can be converted into the wheel speed ratio between each wheel, and then the target wheel speed of each wheel under the target steering type can be determined based on the wheel speed ratio between each wheel.

[0146] It should be noted that the wheel speed ratio of the left and right sides of the vehicle includes the wheel speed ratio between the inner front wheel and the inner rear wheel, as well as the wheel speed ratio between the outer front wheel and the outer rear wheel. The wheel speed ratio of the front and rear wheels of the vehicle includes the wheel speed ratio between the inner front wheel and the outer front wheel, as well as the wheel speed ratio between the inner rear wheel and the outer rear wheel. Correspondingly, the target wheel speed ratio of the left and right sides of the vehicle includes the target wheel speed ratio between the inner front wheel and the inner rear wheel, as well as the target wheel speed ratio between the outer front wheel and the outer rear wheel. The target wheel speed ratio of the front and rear wheels of the vehicle includes the target wheel speed ratio between the inner front wheel and the outer front wheel, as well as the target wheel speed ratio between the inner rear wheel and the outer rear wheel.

[0147] In some embodiments, a first comparison relationship and a second correspondence relationship can be defined for different steering types. Based on the lateral and longitudinal positions corresponding to the target steering center and the first comparison relationship and the second correspondence relationship corresponding to the target steering type, the wheel speed ratio between each wheel can be determined, and the target wheel speed of each wheel under the target steering type can be determined, thereby improving the accuracy of determining the target wheel speed ratio of each wheel under each steering type.

[0148] In one example, if the user selects a point with coordinates (-2, -2) relative to the vehicle's geometric center as the target steering center, assuming this point is located half a meter to the right of the center of the right rear wheel, and the current vehicle model is in the agile steering zone, then first the steering angle of each wheel is turned to the maximum right turn value. Then, based on X = -2, Y = -2, the target wheel speed ratio of each wheel is obtained by looking up a table. Finally, based on the minimum sum of the four wheel slips and successful start-up, the final target wheel speed is determined, which is executed by the motor through feedback control.

[0149] In another example, if the user selects a point (0, 0), which is a stationary turn with the target steering center at the vehicle's geometric center, assuming the vehicle only has four-wheel side motors and no corner module to independently control the steering angle of each wheel, then it is a stationary turn where the steering angle does not participate. The left and right wheels rotate in opposite directions, and the wheel steering angle is locked at 0. At this time, the target wheel speed ratio of each wheel should be 1:1:1:1. Combined with the preset steering speed, the final target wheel speed of each wheel can be determined and executed by the motor through feedback control.

[0150] In one embodiment, the method further includes:

[0151] When the target steering type includes slip steering, the target wheel speed of each wheel is determined based on the target linear velocity of the left and right wheels of the vehicle corresponding to the lateral position and the target wheel speed ratio of the front and rear wheels of the vehicle corresponding to the longitudinal position.

[0152] In this embodiment, slip steering achieves steering by using the difference in wheel speed between the left and right wheels, with the wheel speeds of the left and right wheels moving in the same direction. Increasing the turning angle during slip steering increases the turning radius; therefore, the target turning angle for each wheel can be 0 during slip steering. Based on the formula for slip steering described above, the lateral position of the user-selected target steering center relative to the vehicle can be converted into the turning radius of slip steering, and further converted into the target linear velocities of the left and right wheels of the vehicle, including the linear velocity V of the outer wheel. out and the linear velocity V inside the vehicle in The linear velocity on one side is determined by the wheel speed of that side's wheels. The longitudinal position of the target steering center relative to the vehicle can be converted into the target wheel speed ratio (ω) between the front and rear wheels of the vehicle. fi / ω ri ) and (ω fo / ω ro The two sets of targets can be transformed into the final target wheel speeds of each wheel through experiments and multi-parameter fitting, and the steering center of the slip steering can be adjusted by controlling the torque output of the motor.

[0153] In some embodiments, the target steering type does not pre-configure the preset wheel speed and preset steering angle of each wheel. The target wheel speed and target steering angle corresponding to the target steering center can be determined according to the steering relationship pre-calibrated for the target steering type, so that the center of vehicle steering can be kept consistent with the target steering center.

[0154] In one embodiment, determining the target wheel speed and target steering angle of each wheel based on the target steering type includes:

[0155] Based on the target steering center and the target steering type, determine the target wheel speed and the target steering angle of each wheel.

[0156] In this embodiment, the target steering center can be simultaneously converted into the target wheel speed and the target turning angle of each wheel under the target steering type. Then, the vehicle is controlled to steer based on the target wheel speed and the target turning angle of each wheel. Since the target steering center is simultaneously converted into the target wheel speed and the target turning angle, more diverse and precise steering center requirements can be met.

[0157] In some embodiments, for a target steering type, the turning angle and wheel speed of each wheel when the target steering type is achieved by steering center can be calibrated in advance through experiments or simulations based on different steering centers under the target steering type. The steering relationship between different steering centers and the steering and wheel speed of each wheel under the target steering type can be obtained. After determining the target steering center, the target wheel speed and target turning angle of each wheel can be determined according to the corresponding steering relationship between the target steering center and the target steering type.

[0158] In some embodiments, a base steering type corresponding to the target steering type can be predetermined. This base steering type includes a base steering center, base wheel speeds of each wheel, and base steering angles of each wheel. The influence of the change in steering angle of each wheel relative to the base steering angle on the offset of the base steering center can be calibrated through simulation or experimentation. The influence of the change in wheel speed of each wheel relative to the base wheel speed on the offset of the base steering center can also be calibrated. A first steering relationship is obtained between the change in steering angle of each wheel and the corresponding center offset of the base steering center, and a second steering relationship is obtained between the change in wheel speed of each wheel and the corresponding center offset of the base steering center. After determining the target steering center, the base steering center, base wheel speeds of each wheel, and base steering angles of each wheel corresponding to the target steering type are obtained. The actual center offset is determined based on the target steering center and the base steering center. Based on the center offset between the target steering center and the base steering center, and based on the first and second steering relationships, the target wheel speed change and steering angle offset of each wheel are determined. By superimposing the base wheel speeds and base steering angles of each wheel, the target wheel speed and target steering angle of each wheel can be obtained.

[0159] Based on the above embodiments, in one embodiment, the steering angle of each wheel of the vehicle can be controlled independently.

[0160] The method described above, which directly determines the target wheel speed and target steering angle of each wheel based on the target steering center and target steering type, is more suitable for vehicles where the influence of steering angle and wheel speed on steering is relatively independent, and the influence of lateral and longitudinal directions on steering is also relatively independent. When the vehicle has an angle module, each wheel can be controlled independently, thereby enabling the control of each wheel according to different target steering angles and precisely achieving the target steering requirements.

[0161] In one example, if the vehicle has a specific corner module, each wheel can be controlled independently. In practical applications, this allows for independent control of the rear wheels as well. When the target steering type is stationary turning, the front and rear wheels can be turned into a front-inward and rear-outward configuration, such as... Figure 7 As shown. In this state, increasing the V-shaped opening of the front axle moves the steering center forward longitudinally, while increasing the V-shaped opening on the left moves the steering center to the right laterally, and vice versa. The longitudinal and lateral steering effects are relatively independent of the vehicle, and the effects of steering angle and wheel speed are also independent of each other. Therefore, the first and second steering relationships mentioned above can be accurately calibrated through experiments and simulations to accurately determine the target wheel speed and target steering angle of each wheel corresponding to the target steering center.

[0162] In one example, the target steering type is determined based on the steering region to which the target steering center belongs. If the target steering center is located in the agile steering region, the target steering type is agile steering, and the target steering center is converted into the target wheel speed and target steering angle of each wheel, which is further converted into drive and braking torque and direction control. If the target steering center is located in the slip steering region, the target steering type is slip steering, and the target steering center is converted into the target wheel speed of each wheel, which is further converted into drive torque control, and the target steering angle of each wheel is locked at 0. If the target steering center is located in the stationary steering region, the target steering type is stationary steering, and the target steering center is converted into the target wheel speed of each wheel. When the wheel steering angle can be controlled by the angle module and can be adjusted independently, the target steering center is converted into the target wheel speed and target steering angle of each wheel, and the wheel speed is controlled by the drive.

[0163] In some embodiments, if there are at least two sets of target steering angles for each wheel, the set of target steering angles for each wheel with the larger wheel track should be selected to control the vehicle in order to reduce tire wear.

[0164] In some embodiments, if there are at least two sets of target wheel speeds for each wheel, then based on the slip ratio data corresponding to each set of target wheel speeds for each wheel, a set of target wheel speeds for each wheel is determined from the at least two sets of target wheel speeds for each wheel, and the vehicle is controlled to steer.

[0165] A higher slip ratio results in greater wheel wear. Therefore, after determining multiple sets of target wheel speeds for each wheel, it is necessary to calculate the slip ratio data corresponding to the target wheel speeds for each set. This allows for the selection of the target wheel speeds that minimize wheel wear to control vehicle steering. When determining the slip ratio data, the wheel center linear velocity of each wheel can be detected using sensors or similar methods. For each set of target linear velocities, the slip ratio data corresponding to the target wheel speeds of that set can be determined based on the wheel center linear velocity and the target wheel speeds. The slip ratio data can include at least one of the following: the average slip ratio of each wheel, the maximum slip ratio of each wheel, etc. The target wheel speed corresponding to the slip ratio with the lowest slip ratio is selected for vehicle steering.

[0166] In one example, after determining the target wheel speeds for each of the multiple groups of wheels, the average slip ratio of each wheel corresponding to the target wheel speed in each group is calculated using the following formula:

[0167]

[0168] In the formula, It is the average slip ratio, ω nm It is the target wheel speed of a certain wheel, v nm 'r' is the linear velocity at the center of a certain wheel, and 'r' is the radius of that wheel.

[0169] Then, from multiple sets of target wheel speeds for each wheel, the set of target wheel speeds with the lowest average slip ratio is selected to control the vehicle's steering, thereby reducing wear on each wheel.

[0170] In one embodiment, controlling the vehicle to steer based on the target wheel speed of each wheel and the target steering angle of each wheel includes:

[0171] The target torque of the wheel drive structure is determined based on the target wheel speed of each wheel corresponding to the drive structure of the vehicle.

[0172] The vehicle's wheels are adjusted to the target steering angle, and each wheel's drive mechanism is controlled to drive with the target torque to steer the vehicle.

[0173] In this embodiment, the vehicle may have multiple wheel drive structures, which can be electric motors or engines. Each wheel drive structure provides torque to one or more wheels. Therefore, based on the target wheel track of each wheel corresponding to the wheel of the wheel drive structure, the target torque to be provided by the wheel drive structure can be determined. This transforms the user's steering center requirement into the wheel speed requirement of each wheel, and further into the target torque of each wheel drive structure. By controlling each wheel of the vehicle to adjust to the target steering angle and controlling each wheel drive structure to drive with the target torque, the wheels rotate to achieve vehicle steering that matches the target steering center, thus fulfilling the user's steering center requirement and improving the vehicle's steering maneuverability.

[0174] In one embodiment, the method further includes: if the wheel drive structure corresponds to at least two wheels, then determining the target torque of the wheel drive structure based on the average of the target wheel speeds of the at least two wheels corresponding to the wheel drive structure.

[0175] In this embodiment, if a wheel drive structure corresponds to at least two wheels and provides torque to at least two wheels simultaneously, the target wheel speed requirements of the two corresponding wheels will be simultaneously converted into the target torque of this wheel drive structure. The average of the target wheel speeds of the at least two wheels corresponding to the wheel drive structure can be converted into the target torque of this wheel drive structure, so as to control the vehicle drive wheels.

[0176] In one example, for a general vehicle, the engine torque target can be given by PID control based on the preset target vehicle speed v. For a distributed drive vehicle, if the torque on the axle is a single motor input, the torque target is given by multiplying the average wheel speed of the corresponding axle by the speed ratio. If the torque on the axle is a dual motor input, the calculated wheel speed is used directly to give the torque target.

[0177] In one embodiment, the method further includes:

[0178] The braking of the wheel drive structure corresponds to at least one of at least two wheels to match the target wheel speed ratio of the wheel drive structure corresponding to at least two wheels.

[0179] In this embodiment, when controlling the vehicle drive structure corresponding to multiple wheels by means of average value, at least one of these wheels can be braked by controlling the braking system to provide braking torque to at least one wheel to compensate for the wheel drive torque, thereby making the actual wheel speed ratio of these wheels match the target wheel speed ratio. This target wheel speed ratio is the ratio between the target wheel speeds of at least two wheels corresponding to the wheel drive structure.

[0180] In one embodiment, the braking wheel drive structure corresponds to at least one of at least two wheels, including:

[0181] The target wheel speed and base wheel speed of at least two wheels are corresponding to the wheel drive structure described above;

[0182] Based on the difference between the target wheel speed and the base wheel speed, a fuzzy control braking wheel drive structure is used to correspond to at least one of the at least two wheels.

[0183] Fuzzy control of the braking system can be applied based on the difference between the target wheel speeds of at least two wheels corresponding to the wheel drive structure and their corresponding base wheel speeds. This allows the braking of at least one wheel to match its actual wheel speed with its target wheel speed, thus achieving a target wheel speed ratio. In non-distributed drive vehicles where the torque of two wheels cannot be independently adjusted, the torque output of a single-wheel drive structure can be controlled by using the average value. If it is necessary to reduce the wheel speed of a certain wheel to achieve a shift in the steering center, braking deceleration can be used, replacing the negative torque with braking torque. This makes the steering center of non-distributed drive vehicles adjustable, improving their steering maneuverability.

[0184] In one example, for coaxial dual motors, such as wheel-side motors or hub motors, one motor drives one wheel. The target wheel speed of these wheels can be achieved by directly controlling the corresponding motor torque through PID control. For single motors or non-distributed drives, the average of the target wheel speeds or the vehicle speed corresponding to the drive motor can be recalculated to control the torque of the single motor or engine. The difference between the new target wheel speed and the base wheel speed is used to give the braking torque output target of the braking system based on fuzzy control, thereby achieving independent speed regulation of four wheels.

[0185] In one embodiment, a differential is provided between at least two wheels of the wheel drive structure to match the target wheel speed ratio of the at least two wheels of the wheel drive structure.

[0186] In some embodiments, a differential is provided between at least two wheels of the wheel drive structure. The differential is used to reverse and / or create a difference in the actual wheel speeds of the corresponding at least two wheels of the wheel drive structure, allowing for a difference in the actual wheel speeds of wheels on the same axle. The wheel speeds of a non-distributed drive vehicle can also be different during steering, but this is automatically achieved through the mechanical structure of the inter-wheel differential. This allows for matching the actual wheel speed ratio between the corresponding at least two wheels of the wheel drive structure with the target wheel speed ratio, further improving the matching degree with the target steering center. This enables the steering center of the non-distributed drive vehicle to be adjustable under various steering types, improving the steering maneuverability of the non-distributed drive vehicle.

[0187] In one example, for a three-motor vehicle, it's impossible to achieve the required center-steering conditions where the front and rear axle wheel speeds are equal and the left and right wheel speeds are equal and opposite. However, a differential structure connected to a single motor can achieve reverse rotation of the two wheels on that axle at a lower wheel speed. As mentioned above, a three-motor vehicle can also have a stationary turning area, but due to wheel speed limitations, this area is a smaller region centered on the axis of the single-motor-driven axle, as described above. Figure 8 .

[0188] The above method controls the wheel speed and angle of each wheel based on the target steering center, and then translates this into drive and braking control. It is applicable to vehicles with various drive and steering types; the only difference lies in the range of selectable steering center areas. By integrating multiple steering types through the relationship between wheel speed and angle, it achieves adjustable steering center under various steering types, particularly in the longitudinal direction. Steering control is no longer performed in a fixed manner on a single wheel or a few wheels. Instead, the target steering center is transformed into the wheel speed and angle requirements of each wheel, fitting the target steering center to enable dynamic control of all wheels. This results in less wear compared to ordinary steering at the same steering radius. By dynamically adjusting the state of each wheel based on the selection of the target steering center and the vehicle's powertrain layout and steering system characteristics, the efficiency and maneuverability of vehicle steering control can be improved.

[0189] This embodiment also provides an electronic device that can be integrated into a vehicle, for example, such as... Figure 10 As shown, the electronic device may include:

[0190] Module 1001 is used to determine the target steering center selected for the vehicle.

[0191] The control module 1002 is used to control the vehicle to steer according to the target steering center.

[0192] Optionally, the target steering center is located in an optional area of ​​the vehicle's steering center, and the steering radius corresponding to the optional area is smaller than a preset steering radius.

[0193] Optionally, the determining module 1001 is further configured to: display a steering control interface, wherein the steering control interface includes the optional area;

[0194] The target steering center is selected for the selectable area via the steering control interface.

[0195] Optionally, the optional region includes at least two steering regions, with different steering types corresponding to different steering regions.

[0196] Optionally, the steering type includes at least one of agile steering, slip steering, and stationary steering.

[0197] Optionally, the agile steering includes steering in which the left and right side wheels of the vehicle turn in the same direction;

[0198] The slip steering includes steering in which the turning angle of the left and right wheels of the vehicle is 0 and the wheel speeds of the left and right wheels are in the same direction;

[0199] The in-situ steering includes steering in which the turning angle of the left and right wheels of the vehicle is 0 or in the opposite direction, and the wheel speeds of the left and right wheels are in opposite directions.

[0200] Optionally, the steering region includes an optional steering center corresponding to the steering type of the steering region.

[0201] Optionally, the control module 1002 is further configured to: determine the target wheel speed and the target turning angle of each wheel of the vehicle based on the target steering center;

[0202] The vehicle is steered according to the target wheel speed and the target turning angle of each wheel.

[0203] Optionally, the control module 1002 is also used for:

[0204] The target steering type is determined from the steering types corresponding to the target steering area to which the target steering center belongs;

[0205] The target wheel speed and target steering angle of each wheel are determined based on the target steering type.

[0206] Optionally, the control module 1002 is further configured to: if the target steering center belongs to at least two target steering regions, determine the steering type with the highest priority among the steering types corresponding to the at least two target steering regions as the target steering type.

[0207] Optionally, the target steering type is configured with preset steering angles for each wheel, and the control module 1002 is further configured to:

[0208] The target wheel speed of each wheel under the target steering type is determined based on the target steering center, wherein the target steering angle of each wheel is the preset steering angle of each wheel.

[0209] Optionally, the control module 1002 is further configured to obtain the basic steering center and the basic wheel speed of each wheel corresponding to the target steering type;

[0210] The target wheel speed of each wheel is determined based on the center offset between the target steering center and the base steering center, and the base wheel speed of each wheel.

[0211] Optionally, the center offset includes a lateral offset and a longitudinal offset. The control module 1002 is further configured to, when the target steering type includes agile steering, determine the target wheel speed of each wheel based on the target wheel speed change of each wheel corresponding to the lateral offset, the target wheel speed ratio of the front and rear wheels of the vehicle corresponding to the longitudinal offset, and the base wheel speed.

[0212] Optionally, the control module 1002 is further configured to, when the target steering type includes stationary steering, determine the target wheel speed of each wheel based on the target wheel speed change of the left and right wheels of the vehicle corresponding to the lateral offset, the target wheel speed change of the front and rear axles of the vehicle corresponding to the longitudinal offset, and the base wheel speed.

[0213] Optionally, the control module 1002 is further configured to acquire the lateral and longitudinal positions of the target steering center relative to the vehicle;

[0214] Based on the lateral and longitudinal positions, the target wheel speed of each wheel under the target steering type is determined.

[0215] Optionally, the control module 1002 is further configured to determine the target wheel speed of each wheel under the target steering type based on the target wheel speed ratio of the left and right wheels of the vehicle corresponding to the lateral position and the target wheel speed ratio of the front and rear wheels of the vehicle corresponding to the longitudinal position.

[0216] Optionally, the control module 1002 is further configured to include the method in the following ways:

[0217] When the target steering type includes slip steering, the target wheel speed of each wheel is determined based on the target linear velocity of the left and right wheels of the vehicle corresponding to the lateral position and the target wheel speed ratio of the front and rear wheels of the vehicle corresponding to the longitudinal position.

[0218] Optionally, the control module 1002 is further configured to, based on the target steering type, determine the target wheel speed and target steering angle of each wheel, including:

[0219] Based on the target steering center and the target steering type, determine the target wheel speed and the target steering angle of each wheel.

[0220] Optionally, the control module 1002 is further configured to allow the steering angle of each wheel of the vehicle to be controlled independently.

[0221] Optionally, the control module 1002 is further configured to, if there are at least two sets of target wheel speeds for each wheel, determine a set of target wheel speeds for each wheel from the at least two sets of target wheel speeds for each wheel based on the slip ratio data corresponding to the target wheel speeds of each set of wheels, and control the vehicle to steer.

[0222] Optionally, the control module 1002 is further configured to determine the target torque of the wheel drive structure based on the target wheel speed of the wheel corresponding to each wheel drive structure of the vehicle.

[0223] The vehicle's wheels are adjusted to the target steering angle, and each wheel's drive mechanism is controlled to drive with the target torque to steer the vehicle.

[0224] Optionally, the control module 1002 is further configured to, if the wheel drive structure corresponds to at least two wheels, determine the target torque of the wheel drive structure based on the average of the target wheel speeds of the at least two wheels corresponding to the wheel drive structure.

[0225] Optionally, the control module 1002 is further configured to brake at least one of the at least two wheels of the wheel drive structure to match the target wheel speed ratio of the at least two wheels of the wheel drive structure.

[0226] Optionally, the braking wheel drive structure corresponds to at least one of at least two wheels, including:

[0227] The target wheel speed and base wheel speed of at least two wheels are corresponding to the wheel drive structure described above;

[0228] Based on the difference between the target wheel speed and the base wheel speed, a fuzzy control braking wheel drive structure is used to correspond to at least one of the at least two wheels.

[0229] Optionally, the wheel drive structure is provided with a differential between at least two wheels to match the target wheel speed ratio of the at least two wheels of the wheel drive structure.

[0230] Optionally, the control module 1002 is further configured to exit steering if the vehicle steers to a preset position and / or receives a stop steering command.

[0231] This embodiment determines a target steering center for the vehicle; based on the target steering center, the vehicle is controlled to steer. This allows the user to select the target steering center according to their needs, flexibly choosing the vehicle's steering range, thereby improving the vehicle's maneuverability.

[0232] For details on the implementation of each of the above operations, please refer to the previous examples, which will not be repeated here.

[0233] Accordingly, embodiments of this application also provide an electronic device, such as... Figure 11 As shown, Figure 11 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. The electronic device 1100 further includes a processor 1101 with one or more processing cores, a memory 1102 with one or more computer-readable storage media, and a computer program stored on the memory 1102 and executable on the processor. The processor 1101 and the memory 1102 are electrically connected. Those skilled in the art will understand that the electronic device structure shown in the figure does not constitute a limitation on the electronic device, and may include more or fewer components than shown, or combine certain components, or have different component arrangements.

[0234] The processor 1101 is the control center of the electronic device 1100. It connects various parts of the electronic device 1100 via various interfaces and lines. By running or loading software programs and / or units stored in the memory 1102, and by calling data stored in the memory 1102, it executes various functions and processes data of the electronic device 1100, thereby providing overall monitoring of the electronic device 1100. The processor 1101 can be a processor (Central Processing Unit, CPU), a graphics processing unit (GPU), a network processor (NP), etc., and can implement or execute the methods, steps, and logic block diagrams disclosed in the embodiments of this application.

[0235] In this embodiment, the processor 1101 in the electronic device 1100 loads the instructions corresponding to the processes of one or more applications into the memory 1102 according to the following steps, and the processor 1101 runs the applications stored in the memory 1102 to realize various functions, such as:

[0236] Determine the target steering center for the vehicle;

[0237] The vehicle is controlled to steer according to the target steering center.

[0238] For details on the implementation of each of the above operations, please refer to the previous examples, which will not be repeated here.

[0239] Optional, such as Figure 11 As shown, the electronic device 1100 also includes: a touch display screen 1103, a radio frequency circuit 1104, an audio circuit 1105, an input unit 1106, and a power supply 1107. The processor 1101 is electrically connected to the touch display screen 1103, the radio frequency circuit 1104, the audio circuit 1105, the input unit 1106, and the power supply 1107. Those skilled in the art will understand that... Figure 11 The electronic device structure shown does not constitute a limitation on the electronic device and may include more or fewer components than shown, or combine certain components, or have different component arrangements.

[0240] The touch display screen 1103 can be used to display a graphical user interface (GUI) and receive operation commands generated by the user interacting with the GUI. The touch display screen 1103 may include a display panel and a touch panel. The display panel can be used to display information input by the user or information provided to the user, as well as various graphical user interfaces of the electronic device. These graphical user interfaces can be composed of graphics, text, icons, video, and any combination thereof. Optionally, the display panel can be configured using a liquid crystal display (LCD), organic light-emitting diode (OLED), or other similar technologies. The touch panel can be used to collect touch operations performed by the user on or near it (such as operations performed by the user using a finger, stylus, or any suitable object or accessory on or near the touch panel), generate corresponding operation commands, and execute the corresponding program according to the operation commands. Optionally, the touch panel may include two parts: a touch detection device and a touch controller. The touch detection device detects the user's touch location and the signal generated by the touch operation, transmitting the signal to the touch controller. The touch controller receives touch information from the touch detection device, converts it into touch point coordinates, and sends it to the processor 1101. It can also receive and execute commands from the processor 1101. The touch panel can cover the display panel. When the touch panel detects a touch operation on or near it, it transmits the information to the processor 1101 to determine the type of touch event. Subsequently, the processor 1101 provides corresponding visual output on the display panel based on the type of touch event. In this embodiment, the touch panel and the display panel can be integrated into the touch display screen 1103 to achieve input and output functions. However, in some embodiments, the touch panel and the touch display screen 1103 can be used as two independent components to achieve input and output functions. That is, the touch display screen 1103 can also be used as part of the input unit 1106 to achieve input functions.

[0241] The radio frequency circuit 1104 can be used to transmit and receive radio frequency signals to establish wireless communication with networked medical devices or other electronic devices, and to transmit and receive signals with networked medical devices or other electronic devices.

[0242] Audio circuit 1105 can be used to provide an audio interface between a user and an electronic device via a speaker and a microphone. Audio circuit 1105 can convert received audio data into electrical signals and transmit them to the speaker, where the speaker converts them into sound signals for output. Conversely, the microphone converts the collected sound signals into electrical signals, which are then received by audio circuit 1105, converted back into audio data, and then processed by processor 1101 before being transmitted via radio frequency circuit 1104 to, for example, another electronic device, or output to memory 1102 for further processing. Audio circuit 1105 may also include an earphone jack to provide communication between peripheral headphones and electronic devices.

[0243] The input unit 1106 can be used to receive input numbers, characters, or user characteristic information (such as fingerprints, iris, facial information, etc.), and to generate keyboard, mouse, joystick, optical, or trackball signal inputs related to user settings and function control.

[0244] Power supply 1107 is used to supply power to various components of electronic device 1100. Optionally, power supply 1107 can be logically connected to processor 1101 through a power management device, thereby enabling functions such as charging, discharging, and power consumption management through the power management device. Power supply 1107 may also include one or more DC or AC power supplies, recharging devices, power fault detection circuits, power converters or inverters, power status indicators, and other arbitrary components.

[0245] although Figure 11 As not shown in the diagram, the electronic device 1100 may also include a camera, sensor, wireless fidelity module, Bluetooth module, etc., which will not be described in detail here.

[0246] In the above embodiments, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0247] Those skilled in the art will understand that all or part of the steps in the various methods of the above embodiments can be performed by instructions, or by instructions controlling related hardware. These instructions can be stored in a computer-readable storage medium and loaded and executed by a processor.

[0248] Therefore, embodiments of this application provide a computer-readable storage medium storing a plurality of computer programs. These computer programs can be loaded by a processor to execute any of the vehicle steering control methods provided in this application. The computer program can execute the following steps of the vehicle steering control method:

[0249] Determine the target steering center for the vehicle;

[0250] The vehicle is controlled to steer according to the target steering center.

[0251] For details on the implementation of each of the above operations, please refer to the previous examples, which will not be repeated here.

[0252] The computer-readable storage medium may include: read-only memory (ROM), random access memory (RAM), disk or optical disk, etc.

[0253] Since the computer-readable storage medium contains a computer program that can implement any of the vehicle steering control methods provided in the embodiments of this application, it can execute any of the vehicle steering control methods provided in the embodiments of this application. Therefore, the effects are detailed in the preceding embodiments and will not be repeated here.

[0254] Optionally, embodiments of this application also provide a vehicle that includes any of the above-mentioned electronic devices, electronic devices, computer-readable storage media, and computer program products, and executes any of the above-mentioned methods.

[0255] In the above descriptions of vehicle steering control methods, electronic devices, electronic devices, vehicles, computer-readable storage media, and computer program products, each embodiment has its own emphasis. Parts not detailed in a particular embodiment can be referred to in the relevant descriptions of other embodiments. Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the specific working processes and beneficial effects of the electronic devices, electronic devices, vehicles, computer-readable storage media, computer program products, and their corresponding units described above can be referred to the description of the vehicle steering control method in the above embodiments, and will not be repeated here.

[0256] The foregoing has provided a detailed description of a vehicle steering control method, electronic device, electronic device, vehicle, computer-readable storage medium, and computer program product provided in the embodiments of this application. 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, for those skilled in the art, 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 in that, The method includes: Determine the target steering center for the vehicle; The vehicle is controlled to steer according to the target steering center.

2. The vehicle steering control method as described in claim 1, characterized in that, The target steering center is located in the selectable area of ​​the vehicle's steering center, and the steering radius corresponding to the selectable area is smaller than the preset steering radius.

3. The vehicle steering control method as described in claim 2, characterized in that, The method further includes: The steering control interface is displayed, and the steering control interface includes the selectable area; The target steering center is selected for the selectable area via the steering control interface.

4. The vehicle steering control method as described in claim 2, characterized in that, The selectable region includes at least two steering regions, and different steering regions correspond to different steering types.

5. The vehicle steering control method as described in claim 4, characterized in that, The steering type includes at least one of agile steering, slip steering, and stationary steering.

6. The vehicle steering control method as described in claim 5, characterized in that, The agile steering includes steering in which the left and right side wheels of the vehicle turn in the same direction; The slip steering includes steering in which the turning angle of the left and right wheels of the vehicle is 0 and the wheel speeds of the left and right wheels are in the same direction; The in-situ steering includes steering in which the turning angle of the left and right wheels of the vehicle is 0 or in the opposite direction, and the wheel speeds of the left and right wheels are in opposite directions.

7. The vehicle steering control method as described in claim 4, characterized in that, The steering region includes an optional steering center corresponding to the steering type of the steering region.

8. The vehicle steering control method as described in any one of claims 1-7, characterized in that, The step of controlling the vehicle to steer according to the target steering center includes: Based on the target steering center, determine the target wheel speed and target steering angle of each wheel of the vehicle; The vehicle is steered according to the target wheel speed and the target turning angle of each wheel.

9. The vehicle steering control method as described in claim 8, characterized in that, Determining the target wheel speed and target steering angle of each wheel of the vehicle based on the target steering center includes: The target steering type is determined from the steering types corresponding to the target steering area to which the target steering center belongs; The target wheel speed and target steering angle of each wheel are determined based on the target steering type.

10. The vehicle steering control method as described in claim 9, characterized in that, The method includes: If the target steering center belongs to at least two target steering regions, then the steering type with the highest priority among the steering types corresponding to the at least two target steering regions is determined as the target steering type.

11. The vehicle steering control method as described in claim 9, characterized in that, The target steering type is configured with preset steering angles for each wheel. Determining the target wheel speed and target steering angle for each wheel based on the target steering type includes: The target wheel speed of each wheel under the target steering type is determined based on the target steering center, wherein the target steering angle of each wheel is the preset steering angle of each wheel.

12. The vehicle steering control method as described in claim 11, characterized in that, Determining the target wheel speed of each wheel under the target steering type based on the target steering center includes: Obtain the base steering center and the base wheel speed of each wheel corresponding to the target steering type; The target wheel speed of each wheel is determined based on the center offset between the target steering center and the base steering center, and the base wheel speed of each wheel.

13. The vehicle steering control method as described in claim 12, characterized in that, The center offset includes a lateral offset and a longitudinal offset, and the method includes: When the target steering type includes agile steering, the target wheel speed of each wheel is determined based on the target wheel speed change of each wheel corresponding to the lateral offset, the target wheel speed ratio of the front and rear wheels of the vehicle corresponding to the longitudinal offset, and the base wheel speed.

14. The vehicle steering control method as described in claim 12, characterized in that, The center offset includes a lateral offset and a longitudinal offset, and the method further includes: When the target steering type includes stationary steering, the target wheel speed of each wheel is determined based on the target wheel speed change of the left and right wheels of the vehicle corresponding to the lateral offset, the target wheel speed change of the front and rear axles of the vehicle corresponding to the longitudinal offset, and the base wheel speed.

15. The vehicle steering control method as described in claim 11, characterized in that, Determining the target wheel speed of each wheel under the target steering type based on the target steering center includes: Obtain the lateral and longitudinal positions of the target steering center relative to the vehicle; Based on the lateral and longitudinal positions, the target wheel speed of each wheel under the target steering type is determined.

16. The vehicle steering control method as described in claim 15, characterized in that, Determining the target wheel speed of each wheel under the target steering type based on the lateral position and the longitudinal position includes: Based on the target wheel speed ratio of the left and right wheels of the vehicle corresponding to the lateral position, and the target wheel speed ratio of the front and rear wheels of the vehicle corresponding to the longitudinal position, the target wheel speed of each wheel under the target steering type is determined.

17. The vehicle steering control method as described in claim 15, characterized in that, The method further includes: When the target steering type includes slip steering, the target wheel speed of each wheel is determined based on the target linear velocity of the left and right wheels of the vehicle corresponding to the lateral position and the target wheel speed ratio of the front and rear wheels of the vehicle corresponding to the longitudinal position.

18. The vehicle steering control method as described in claim 9, characterized in that, Determining the target wheel speed and target steering angle of each wheel based on the target steering type includes: Based on the target steering center and the target steering type, determine the target wheel speed and the target steering angle of each wheel.

19. The vehicle steering control method as described in claim 18, characterized in that, The steering angle of each wheel of the vehicle can be controlled independently.

20. The vehicle steering control method as described in claim 8, characterized in that, The method further includes: If there are at least two sets of target wheel speeds for each wheel, then based on the slip ratio data corresponding to each set of target wheel speeds, a set of target wheel speeds for each wheel is determined from the at least two sets of target wheel speeds for each wheel, and the vehicle is controlled to steer.

21. The vehicle steering control method as described in claim 8, characterized in that, The step of controlling the vehicle to steer based on the target wheel speed and the target turning angle of each wheel includes: The target torque of the wheel drive structure is determined based on the target wheel speed of each wheel corresponding to the drive structure of the vehicle. The vehicle's wheels are adjusted to the target steering angle, and each wheel's drive mechanism is controlled to drive with the target torque to steer the vehicle.

22. The vehicle steering control method as described in claim 21, characterized in that, The method further includes: If the wheel drive structure corresponds to at least two wheels, the target torque of the wheel drive structure is determined based on the average of the target wheel speeds of the at least two wheels corresponding to the wheel drive structure.

23. The vehicle steering control method as described in claim 22, characterized in that, The method further includes: The braking of the wheel drive structure corresponds to at least one of at least two wheels to match the target wheel speed ratio of the wheel drive structure corresponding to at least two wheels.

24. The vehicle steering control method as described in claim 23, characterized in that, The braking wheel drive structure corresponds to at least one of at least two wheels, including: The target wheel speed and base wheel speed of at least two wheels are corresponding to the wheel drive structure described above; Based on the difference between the target wheel speed and the base wheel speed, a fuzzy control braking wheel drive structure is used to correspond to at least one of the at least two wheels.

25. The vehicle steering control method as described in claim 22, characterized in that, The wheel drive structure has a differential between at least two wheels to match the target wheel speed ratio of the at least two wheels.

26. The vehicle steering control method as described in claim 1, characterized in that, The method further includes: If the vehicle steers to a preset position and / or receives a stop steering command, it exits the steering mode.

27. An electronic device, characterized in that, include: The determination module is used to determine the target steering center selected for the vehicle. The control module is used to control the vehicle to steer according to the target steering center.

28. An electronic device, characterized in that, The system includes a processor connected to a memory storing a computer program, the processor being configured to run the computer program in the memory to perform the vehicle steering control method according to any one of claims 1 to 26.

29. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed by a processor, implements the vehicle steering control method according to any one of claims 1 to 26.

30. A computer program product, characterized in that, It includes a computer program, which is executed by a processor to implement the vehicle steering control method according to any one of claims 1 to 26.

31. A vehicle, characterized in that, The vehicle performs the vehicle steering control method as described in any one of claims 1-26, or includes the electronic device as described in claim 27 or the electronic device as described in claim 28.

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