Vehicle steering cooperative control method and device, vehicle, medium and product

Abstract

The application relates to the technical field of vehicle control, in particular to a vehicle steering coordination control method and device, a vehicle, a medium and a product, the method is applied to an electric power steering controller and comprises the following steps: acquiring steering wheel data, vehicle motion data, wheel speed data and vehicle body state data of the vehicle; identifying a target steering coordination working condition according to the steering wheel data, the vehicle motion data and the wheel speed data, and generating a coordination adjustment instruction according to the target steering coordination working condition, the vehicle motion data and the vehicle body state data; and controlling multiple coordination works of an EPS actuator, a brake system actuator and a suspension system actuator according to the coordination adjustment instruction. Therefore, the problems of poor coordination of a chassis discrete control architecture system and low real-time control response of related technologies are solved.

Description

Technical Field

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

[0002] In related technologies, the steering, braking, and suspension of a vehicle chassis are typically controlled by independent controllers. Each controller relies solely on information it collects for control, and the systems communicate with each other via a bus. Under complex driving conditions such as high-speed cornering and simultaneous steering and braking, the control coordination between the subsystems can easily become uncoordinated, and control delays caused by data transmission can also occur, affecting the stability of the vehicle and ride comfort. Summary of the Invention

[0003] This application provides a vehicle steering cooperative control method, device, vehicle, medium, and product to solve the problems of poor cooperativeness and low real-time control response in related technology chassis discrete control architecture systems.

[0004] The first aspect of this application provides a vehicle steering coordination control method, which is applied to an electric power steering controller and includes the following steps: acquiring vehicle steering wheel data, vehicle motion data, wheel speed data, and vehicle body state data; identifying a target steering coordination condition based on the steering wheel data, vehicle motion data, and wheel speed data; generating a coordination adjustment command based on the target steering coordination condition, vehicle motion data, and vehicle body state data; and controlling the coordinated operation of multiple EPS (Electric Power Steering) actuators, braking system actuators, and suspension system actuators according to the coordination adjustment command.

[0005] Based on the aforementioned technical means, this embodiment of the application unifies steering wheel data, vehicle motion data, wheel speed data, and vehicle body status data into an electric power steering controller. This controller then identifies the operating conditions and generates coordinated adjustment commands, directly controlling the EPS actuators, braking system actuators, and suspension system actuators to work collaboratively. On one hand, data and control logic are processed within the same controller, reducing dependence on external independent controllers, minimizing redundant hardware investment, and simplifying vehicle wiring layout. On the other hand, it eliminates the bus interaction between multiple controllers, shortens communication latency, and enables coordinated scheduling of steering, braking, and suspension. This avoids control conflicts arising from independent decisions by multiple controllers, improves control synchronization under high-dynamic conditions, and ultimately improves vehicle dynamics, driving stability, safety, and ride comfort.

[0006] Optionally, the steering coordination condition is identified based on steering wheel data, vehicle motion data, and wheel speed data, including: identifying the driver's steering operation based on steering wheel data; and identifying the target steering coordination condition based on vehicle motion data and wheel speed data after identifying the steering operation.

[0007] Based on the aforementioned technical means, this embodiment first determines whether the driver has performed a steering operation based on steering wheel data. Only after a steering operation is detected is the subsequent target steering coordination condition identification performed in conjunction with vehicle motion data and wheel speed data. This avoids unnecessary condition judgment calculations when there is no steering action, reduces the overhead of invalid controller operations, and triggers the coordination condition determination only when a steering action occurs, making the condition identification more closely resemble real driving scenarios and improving the relevance and rationality of the condition identification.

[0008] Optionally, identifying the driver's steering operation based on steering wheel data includes: extracting steering wheel torque and steering wheel angle from the steering wheel data; and identifying the vehicle's steering operation based on the steering wheel torque and steering wheel angle.

[0009] Based on the above technical means, the embodiments of this application simultaneously extract two types of parameters representing steering intention, namely steering wheel torque and steering wheel angle, to comprehensively judge steering operations, avoiding misjudgment caused by relying on a single parameter and improving the reliability of driver steering behavior recognition.

[0010] Optionally, the driver's steering operation is identified based on steering wheel data, including: if the steering wheel torque is greater than a preset torque and the steering wheel angle is greater than a preset angle, then the driver is identified as having performed a steering operation; otherwise, the driver is identified as not having performed a steering operation.

[0011] Based on the above technical means, the embodiments of this application use a dual condition of preset torque and preset steering angle to make a determination. Only when both conditions are met simultaneously is a steering operation confirmed. This can filter out false recognition caused by minor disturbances in the steering wheel and improve the accuracy of steering operation judgment.

[0012] Optionally, the target steering coordination condition is identified based on vehicle motion data and wheel speed data, including: extracting yaw rate and vehicle body acceleration from the vehicle motion data; and identifying the target steering coordination condition based on the yaw rate, vehicle body acceleration, and wheel speed data.

[0013] Based on the above technical means, the embodiments of this application combine yaw rate, body acceleration and wheel speed data that can reflect the vehicle's posture and motion state to comprehensively determine the working condition, and use multi-dimensional motion information to ensure that the collaborative working condition recognition fits the actual driving state of the vehicle.

[0014] Optionally, the target steering coordination condition is identified based on yaw rate, vehicle acceleration, and wheel speed data, including: identifying steering and braking coordination conditions based on vehicle acceleration and wheel speed data; and identifying steering and suspension coordination conditions based on yaw rate and wheel speed data.

[0015] Based on the above technical means, the embodiments of this application decompose and identify different types of cooperative working conditions, distinguishing between steering-braking cooperative working conditions and steering-suspension cooperative working conditions, which facilitates the subsequent matching of corresponding control logic for different driving scenarios and realizes scenario-based differentiated control.

[0016] Optionally, the steering and braking coordination condition is identified based on vehicle acceleration and wheel speed data, including: extracting braking deceleration from vehicle acceleration and extracting steering wheel angle change rate from steering wheel data; when the braking deceleration is detected to be greater than a first preset threshold and the steering wheel angle change rate is greater than a second preset threshold, the steering and braking coordination condition is identified.

[0017] Based on the above technical means, the embodiments of this application combine braking deceleration to characterize braking intensity and steering wheel angle change rate to characterize steering intensity. The two conditions are used to jointly determine the working condition of steering superimposed on emergency braking, accurately capture the triggering time of anti-dive control, and avoid false triggering or missed triggering of the working condition.

[0018] Optionally, the steering and suspension coordination condition can be identified based on yaw rate and wheel speed data, including: extracting lateral acceleration from vehicle acceleration; when the detected lateral acceleration is greater than a third preset threshold, the steering and suspension coordination condition is identified.

[0019] Based on the above technical means, the embodiments of this application use lateral acceleration to judge the intensity of vehicle cornering. When the lateral acceleration exceeds the threshold, it is determined that the vehicle has entered a cornering condition that requires roll compensation. This can trigger the suspension coordinated adjustment in a timely manner, providing accurate triggering conditions for suppressing vehicle roll.

[0020] Optionally, a coordinated adjustment command is generated based on the target steering coordination condition, vehicle motion data, and body state data, including: if the target steering coordination condition is a steering and braking coordination condition, then a first adjustment command is generated based on the vehicle motion data and body state data.

[0021] Based on the above technical means, after identifying the steering and braking coordinated working condition, the embodiments of this application generate a first adjustment command adapted to the working condition by combining vehicle motion and body state related data, so that the output control command matches the actual driving state of steering superimposed on braking.

[0022] Optionally, generating a first adjustment command based on vehicle motion data and vehicle body state data includes: generating a braking adjustment command based on vehicle motion data; generating a first suspension adjustment command based on vehicle body state data; and generating the first adjustment command based on the braking adjustment command and the first suspension adjustment command.

[0023] Based on the above technical means, the embodiments of this application generate braking adjustment commands and first suspension adjustment commands respectively, and then fuse them to obtain the first adjustment command, so as to realize the joint control of the two systems of braking and suspension, thereby coping with the change in vehicle pitch attitude caused by steering and braking at the same time.

[0024] Optionally, generating a first suspension adjustment command based on vehicle body status data includes: extracting suspension stiffness and front axle height from the vehicle body status data; and generating a first suspension adjustment command based on suspension stiffness and front axle height.

[0025] Based on the above technical means, this application embodiment reads parameters representing the vehicle body posture, such as suspension stiffness and front axle height, as input, and generates suspension adjustment commands based on the actual current suspension state of the vehicle, ensuring that the suspension adjustment conforms to the real-time state of the vehicle.

[0026] Optionally, generating a first suspension adjustment command based on suspension stiffness and front axle height includes: calculating a target stiffness based on suspension stiffness; calculating a target height based on front axle height; and generating the first suspension adjustment command based on at least one of the target stiffness and target height.

[0027] Based on the above-mentioned technical means, the embodiments of this application can selectively adjust one or both of the suspension stiffness and front axle height, with flexible control methods, which can specifically suppress the vehicle body pitching and diving phenomena that occur during braking and improve the vehicle body pitch attitude.

[0028] Optionally, a coordinated adjustment command is generated based on the target steering coordination condition, vehicle motion data, and body state data, including: if the target steering coordination condition is a steering and suspension coordination condition, a second suspension adjustment command is generated based on the body state data, and the second suspension adjustment command is used as the second adjustment command.

[0029] Based on the above technical means, when the cornering condition of steering-suspension coordination is identified in the embodiments of this application, a corresponding second suspension adjustment command is generated based on the vehicle body state to adapt to the suspension control requirements of the vehicle in the cornering scenario.

[0030] Optionally, generating a second suspension adjustment command based on vehicle body status data includes: extracting the target suspension damping from the vehicle body status data; and generating a second suspension adjustment command based on the target suspension damping.

[0031] Based on the above technical means, this application embodiment uses the target suspension damping as the adjustment basis to generate a second suspension adjustment command, and by adjusting the suspension damping, intervention on the body roll attitude is achieved.

[0032] Optionally, generating a second suspension adjustment command based on the target suspension damping includes: calculating the target adjustment damping based on the target suspension damping; and generating the second suspension adjustment command based on the target adjustment damping.

[0033] Based on the above technical means, the actual target adjustment damping is obtained by converting the target suspension damping in this embodiment of the application, and the control quantity that can be recognized by the suspension actuator is output, thus completing the conversion of control parameters and facilitating the execution by the actuator.

[0034] Optionally, the target suspension damping includes at least one of increased outer suspension damping and decreased inner suspension damping.

[0035] Based on the above-mentioned technical means, the embodiments of this application make differentiated adjustments to the damping of the inner and outer suspensions. By increasing the outer damping and decreasing the inner damping, the body roll tendency generated by the vehicle cornering is counteracted, the body roll angle is reduced, and the vehicle stability during cornering is improved.

[0036] Optionally, multiple coordinated operations of the EPS actuator, braking system actuator, and suspension system actuator are controlled according to the coordinated adjustment command, including: breaking down the coordinated adjustment command into EPS sub-commands, braking sub-commands, and suspension sub-commands; sending the EPS sub-commands to the EPS actuators, the braking sub-commands to the braking system actuators, and the suspension sub-commands to the suspension system actuators; and driving the corresponding actuators to perform corresponding actions.

[0037] Based on the above technical means, the embodiments of this application break down the unified coordinated adjustment command into sub-commands corresponding to different mechanisms, and send them to each actuator respectively, so as to realize the synchronous drive of multiple actuators such as steering, braking and suspension, and ensure that the coordinated control of multiple systems can be implemented.

[0038] A second aspect of this application provides a vehicle steering coordination control device, applied to an electric power steering controller, comprising: an acquisition module for acquiring vehicle steering wheel data, vehicle motion data, wheel speed data, and vehicle body state data; an identification module for identifying a target steering coordination condition based on the steering wheel data, vehicle motion data, and wheel speed data, and generating a coordination adjustment command based on the target steering coordination condition, vehicle motion data, and vehicle body state data; and a control module for controlling the coordinated operation of multiple EPS actuators, braking system actuators, and suspension system actuators according to the coordination adjustment command.

[0039] Optionally, the recognition module is further used to: recognize the driver's steering operation based on steering wheel data; and after recognizing the steering operation, recognize the target steering coordination condition based on vehicle motion data and wheel speed data.

[0040] Optionally, the recognition module is further used to: extract steering wheel torque and steering wheel angle from the steering wheel data; and recognize the vehicle's steering operation based on the steering wheel torque and steering wheel angle.

[0041] Optionally, the recognition module is further configured to: recognize that the driver has performed a steering operation if the steering wheel torque is greater than a preset torque and the steering wheel angle is greater than a preset angle; otherwise, recognize that the driver has not performed a steering operation.

[0042] Optionally, the identification module is further used to: extract yaw rate and vehicle acceleration from the vehicle motion data; and identify the target steering coordination condition based on the yaw rate, vehicle acceleration, and wheel speed data.

[0043] Optionally, the identification module is further used to: identify steering and braking coordination conditions based on vehicle acceleration and wheel speed data; and to identify steering and suspension coordination conditions based on yaw rate and wheel speed data.

[0044] Optionally, the recognition module is further configured to: extract braking deceleration from vehicle acceleration and extract steering wheel angle change rate from steering wheel data; when the braking deceleration is detected to be greater than a first preset threshold and the steering wheel angle change rate is greater than a second preset threshold, the steering and braking coordinated working condition is identified.

[0045] Optionally, the recognition module is further used to: extract lateral acceleration from the vehicle body acceleration; when the detected lateral acceleration is greater than a third preset threshold, it is determined that the steering and suspension working condition is recognized.

[0046] Optionally, the identification module is further configured to: if the target steering coordination condition is a steering and braking coordination condition, generate a first adjustment command based on vehicle motion data and vehicle body state data.

[0047] Optionally, the identification module is further configured to: generate a braking adjustment command based on vehicle motion data; generate a first suspension adjustment command based on vehicle body state data; and generate a first adjustment command based on the braking adjustment command and the first suspension adjustment command.

[0048] Optionally, the identification module is further used to: extract the suspension stiffness and front axle height from the vehicle body status data; and generate a first suspension adjustment command based on the suspension stiffness and front axle height.

[0049] Optionally, the identification module is further configured to: calculate the target stiffness based on the suspension stiffness; calculate the target height based on the front axle height; and generate a first suspension adjustment command based on at least one of the target stiffness and the target height.

[0050] Optionally, the identification module is further configured to: if the target steering coordination condition is a steering and suspension coordination condition, generate a second suspension adjustment command based on the vehicle body status data, and use the second suspension adjustment command as the second adjustment command.

[0051] Optionally, the identification module is further used to: extract the target suspension damping from the vehicle body state data; and generate a second suspension adjustment command based on the target suspension damping.

[0052] Optionally, the identification module is further configured to: calculate the target adjustment damping based on the target suspension damping; and generate a second suspension adjustment command based on the target adjustment damping.

[0053] Optionally, the identification module is further configured to: include at least one of the target suspension damping being increased on the outer suspension and decreased on the inner suspension.

[0054] Optionally, the control module is further configured to: decompose the coordinated adjustment command into EPS sub-commands, braking sub-commands, and suspension sub-commands; send the EPS sub-commands to the EPS actuators, the braking sub-commands to the braking system actuators, and the suspension sub-commands to the suspension system actuators; and drive the corresponding actuators to perform the corresponding actions respectively.

[0055] A third aspect of this application provides a vehicle, including: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the vehicle steering cooperative control method as described in the above embodiments.

[0056] A fourth aspect of this application provides a computer-readable storage medium having a computer program stored thereon, which is executed by a processor to implement the vehicle steering cooperative control method as described above.

[0057] A fifth aspect of this application provides a computer program product, including a computer program that, when executed by a processor, implements the vehicle steering cooperative control method as described above.

[0058] Additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0059] The above and / or additional aspects and advantages of this application will become apparent and readily understood from the following description of the embodiments taken in conjunction with the accompanying drawings, wherein: Figure 1 This is a flowchart of a vehicle steering cooperative control method provided according to an embodiment of this application; Figure 2This is a functional boundary diagram provided according to an embodiment of this application; Figure 3 Here is a flowchart of a vehicle steering cooperative control method according to an embodiment of this application; Figure 4 This is a block diagram of a vehicle steering cooperative control device according to an embodiment of this application; Figure 5 This is a structural schematic diagram of a vehicle provided according to an embodiment of this application. Detailed Implementation

[0060] The embodiments of this application are described in detail below. Examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this application, and should not be construed as limiting this application.

[0061] In related technologies, the steering, braking, and suspension of intelligent vehicles are independently controlled by EPS controllers, ESC (Electronic Stability Control) controllers, and active suspension or CDC (Continuous Damping Control) controllers, respectively. Each system relies on local sensor information to complete closed-loop control, and there is a lack of deep information sharing and collaborative decision-making mechanisms between systems. The discrete control architecture adopted in related technologies has the following shortcomings: Each ECU (Electronic Control Unit) is equipped with an independent microprocessor, power module, communication interface, and sensor acquisition circuit, resulting in redundant hardware investment, increasing the overall vehicle BOM (Bill of Materials) cost, adding to wiring complexity, and occupying more installation space. Under complex conditions such as emergency lane changes, high-speed cornering, and braking on uneven roads, the dynamic responses of each system are coupled with each other, making it difficult to achieve global optimization through independent decision-making, which can easily lead to control conflicts and reduce vehicle stability. The systems exchange data via the CAN (Controller Area Network) bus, resulting in millisecond-level communication delays. Under high dynamic conditions, it is difficult to meet the control synchronization requirements, affecting control accuracy and response speed. The control logic of each system is developed separately, lacking a unified vehicle state perception and target coordination mechanism.

[0062] In summary, the various subsystems of the chassis in related technologies operate independently, making it difficult to achieve functional integration and coordination of steering, braking, and suspension, thus hindering the effective improvement of the overall vehicle performance. To address these issues, this application proposes a vehicle steering coordination control method, device, vehicle, medium, and product.

[0063] The following description, with reference to the accompanying drawings, outlines a vehicle steering cooperative control method, apparatus, vehicle, medium, and product according to embodiments of this application. Addressing the issues of poor coordination and low real-time control response in the separate chassis control architectures mentioned in the background section, this application provides a vehicle steering cooperative control method that integrates the control of the vehicle braking system and active suspension system using an electric power steering controller as the core processing unit. In this method, the originally separate steering, braking, and suspension control functions are integrated into the EPS controller, consolidating functions originally belonging to the ESC and CDC controllers. The EPS controller performs unified scheduling and cooperative control of the braking system and active suspension system, achieving coordinated optimization of multiple chassis systems. This solves the problems of resource waste, poor coordination, and lag in the separate architectures of related technologies, thereby improving vehicle dynamics, handling stability, safety, and ride comfort.

[0064] Specifically, Figure 1 This is a flowchart of a vehicle steering cooperative control method provided in an embodiment of this application.

[0065] like Figure 1 As shown, this vehicle steering coordination control method is applied to an electric power steering controller and includes the following steps: In step S101, the vehicle's steering wheel data, vehicle motion data, wheel speed data, and vehicle body status data are acquired.

[0066] The steering wheel data may include at least one of steering wheel torque and steering wheel angle; the vehicle motion data may include at least one of yaw rate, longitudinal acceleration and lateral acceleration; the wheel speed data may include the wheel speeds of each wheel, such as the left front wheel speed, right front wheel speed, left rear wheel speed and right rear wheel speed; the vehicle body status data may include at least one of suspension stiffness, front axle height, vehicle height and vertical acceleration.

[0067] It is understood that the embodiments of this application collect multi-dimensional raw data on steering wheel, vehicle movement, wheel speed, and vehicle body status to provide a complete and comprehensive data foundation for subsequent working condition identification and command generation, ensuring that subsequent control logic can perform calculations based on the actual operating state of the vehicle.

[0068] Specifically, such as Figure 2 As shown, the steering sensor outputs torque and steering angle to obtain steering wheel data, the vehicle dynamic sensor outputs yaw rate and longitudinal / lateral acceleration to obtain vehicle motion data, the wheel speed sensor outputs four-wheel wheel speed to obtain wheel speed data, and the body status sensor outputs body height and vertical acceleration to obtain body status data. The sensor signals can be transmitted via CAN bus or directly connected via hardwire to the EPS controller.

[0069] In step S102, the target steering coordination condition is identified based on steering wheel data, vehicle motion data, and wheel speed data, and a coordination adjustment command is generated based on the target steering coordination condition, vehicle motion data, and vehicle body status data.

[0070] It is understood that the embodiments of this application rely on the collected data to first identify the current steering coordination condition, and then combine the vehicle motion and body status information to generate a coordination adjustment command, so as to first determine the driving scenario and then output control commands in a targeted manner, ensuring that the control commands are adapted to the actual vehicle conditions.

[0071] It should be noted that the target steering coordination condition refers to the vehicle driving condition in which the steering system, braking system, and suspension system need to cooperate and participate in the control when the vehicle makes a steering action, accompanied by braking or high-speed cornering. It mainly includes two types: steering-braking coordination condition and steering-suspension coordination condition.

[0072] Specifically, the EPS controller relies on the built-in MCU to run the collaborative control algorithm. After receiving sensor input, it determines which type of collaborative working condition it is currently in and executes anti-dive control or roll compensation control accordingly. Taking the emergency braking scenario of an SUV (Sport Utility Vehicle) at 80km / h and 150m curve as an example, this scenario will trigger the steering-braking collaborative working condition and generate the corresponding collaborative adjustment command.

[0073] In this embodiment of the application, identifying the target steering coordination condition based on steering wheel data, vehicle motion data, and wheel speed data includes: identifying the driver's steering operation based on steering wheel data; and after identifying the steering operation, identifying the target steering coordination condition based on vehicle motion data and wheel speed data.

[0074] It is understood that the embodiments of this application first determine whether the driver has performed a steering operation based on steering wheel data. Only after a steering operation is detected is the subsequent target steering coordination condition identification performed in combination with vehicle motion data and wheel speed data. This avoids unnecessary condition judgment calculations when there is no steering action, reduces the overhead of invalid calculations by the controller, and triggers the determination of the coordination condition only when a steering behavior occurs, making the condition identification more in line with real driving scenarios and improving the pertinence and rationality of the condition identification.

[0075] Specifically, the subsequent collaborative working condition recognition process is only initiated when the driver is determined to have performed a steering operation; if no steering operation is recognized, the collaborative working condition recognition is not triggered, and the EPS controller only executes the regular chassis control logic; for example, in the implementation example, the steering wheel angle reaches 180°, and a steering action is determined before the collaborative working condition recognition continues.

[0076] In this embodiment of the application, identifying the driver's steering operation based on steering wheel data includes: extracting the steering wheel torque and steering wheel angle from the steering wheel data; and identifying the vehicle's steering operation based on the steering wheel torque and steering wheel angle.

[0077] It is understood that the embodiments of this application extract two types of parameters representing steering intention, namely steering wheel torque and steering wheel angle, to comprehensively judge steering operations, thereby avoiding misjudgment caused by relying on a single parameter and improving the reliability of driver steering behavior recognition.

[0078] Specifically, the torque applied by the driver when turning the steering wheel and the actual angle of the steering wheel rotation are obtained from the steering wheel data. The two sets of parameters are used together as the input basis for judging the steering intention. For example, in the embodiment, the steering wheel angle of 180° is collected and combined with the torque to confirm the steering action.

[0079] In this embodiment of the application, identifying the driver's steering operation based on steering wheel data includes: if the steering wheel torque is greater than a preset torque and the steering wheel angle is greater than a preset angle, then the driver is identified as performing a steering operation; otherwise, the driver is identified as not performing a steering operation.

[0080] It is understood that the embodiments of this application use a combination of preset torque and preset steering angle to make a determination. Only when both conditions are met simultaneously is a steering operation confirmed. This can filter out false recognition caused by minor disturbances in the steering wheel and improve the accuracy of steering operation judgment.

[0081] It should be noted that the preset torque is a pre-calibrated torque threshold, which is the critical torque value to distinguish between driver-initiated steering and minor steering wheel vibrations; the preset steering angle is a pre-calibrated angle threshold, which is the critical angle value to eliminate minor steering wheel wobbling.

[0082] Specifically, when the steering wheel torque exceeds the preset torque and the steering wheel angle also exceeds the preset angle, it is determined that the driver is steering; if either condition is not met, it is considered that there is only a slight disturbance in the steering wheel and it is determined that there is no steering operation. In the implementation example, the steering wheel angle reaches 180°, which meets the angle threshold condition.

[0083] In this embodiment of the application, identifying the target steering coordination condition based on vehicle motion data and wheel speed data includes: extracting yaw rate and vehicle body acceleration from the vehicle motion data; and identifying the target steering coordination condition based on the yaw rate, vehicle body acceleration, and wheel speed data.

[0084] It is understood that the embodiments of this application combine yaw rate, body acceleration and wheel speed data that can reflect the vehicle's posture and motion state to comprehensively determine the working condition, and use multi-dimensional motion information to ensure that the collaborative working condition recognition fits the actual driving state of the vehicle.

[0085] Specifically, the yaw rate, which reflects the vehicle's rotation around the vertical axis, is obtained from vehicle motion data analysis. This yaw rate characterizes the vehicle's acceleration, deceleration, and lateral force. Combined with the wheel speeds of the four wheels, the system comprehensively analyzes whether the vehicle is in a state of steering combined with braking or high-speed cornering. In the example, the wheel speed continuously decreases, and the steering combined with emergency braking scenario is identified by combining acceleration information.

[0086] In this embodiment of the application, identifying the target steering coordination condition based on yaw rate, vehicle body acceleration, and wheel speed data includes: identifying steering and braking coordination conditions based on vehicle body acceleration and wheel speed data; and identifying steering and suspension coordination conditions based on yaw rate and wheel speed data.

[0087] It is understood that the embodiments of this application separate and identify different types of cooperative working conditions, distinguishing between steering and braking cooperative working conditions and steering and suspension cooperative working conditions, so as to facilitate the matching of corresponding control logic for different driving scenarios and realize scenario-specific differentiated control.

[0088] Specifically, the vehicle's acceleration and wheel speed determine whether it is in a steering-braking coordinated operating condition, in which anti-dive control is implemented; the vehicle's yaw rate and wheel speed determine whether it is in a steering-suspension coordinated operating condition, in which roll compensation control is implemented. The two operating conditions are independent of each other and call their respective control strategies.

[0089] In this embodiment of the application, the identification of steering and braking coordination conditions based on vehicle acceleration and wheel speed data includes: extracting braking deceleration from vehicle acceleration and extracting steering wheel angle change rate from steering wheel data; when the braking deceleration is detected to be greater than a first preset threshold and the steering wheel angle change rate is greater than a second preset threshold, the steering and braking coordination conditions are identified.

[0090] It is understood that the embodiments of this application combine braking deceleration to characterize braking intensity and steering wheel angle change rate to characterize steering intensity. The two conditions are used together to determine the working condition of steering superimposed on emergency braking, accurately capture the triggering time of anti-dive control, and avoid false triggering or missed triggering of the working condition.

[0091] It should be noted that the first preset threshold corresponds to the deceleration calibration threshold for emergency braking, with an example value of 0.4g; the second preset threshold corresponds to the angular change rate calibration threshold for rapid steering wheel rotation, used to characterize aggressive steering actions.

[0092] Specifically, the braking deceleration, representing the braking intensity, is separated from the vehicle acceleration, and the rate of change of the steering wheel angle over time is calculated. When the braking deceleration is greater than 0.4g and the rate of change of the steering wheel angle is greater than a second preset threshold, it is determined that the steering-braking coordinated working condition is entered, and the anti-dive control strategy is activated, corresponding to the emergency braking scenario in the curve in the embodiment.

[0093] In this embodiment of the application, the identification of steering and suspension coordination conditions based on yaw rate and wheel speed data includes: extracting lateral acceleration from vehicle acceleration; when the detected lateral acceleration is greater than a third preset threshold, the steering and suspension coordination condition is identified.

[0094] It is understood that the embodiments of this application use lateral acceleration to judge the intensity of vehicle cornering. When the lateral acceleration exceeds the threshold, it is determined that the vehicle has entered a cornering condition that requires roll compensation. This can trigger the suspension coordinated adjustment in a timely manner, providing accurate triggering conditions for suppressing vehicle roll.

[0095] It should be noted that the third preset threshold is a calibrated threshold for the lateral acceleration of a vehicle during aggressive cornering. An example value can be 0.3g. Those skilled in the art can set it according to the actual situation, without making specific limitations.

[0096] Specifically, in this embodiment, lateral acceleration can be extracted from vehicle body acceleration. When the lateral acceleration is greater than 0.3g, it is determined that the vehicle is in a high-speed cornering state, which is identified as a steering-suspension cooperative condition, triggering roll compensation control. This condition adopts a composite control logic of feedforward and feedback.

[0097] In this embodiment of the application, generating a coordinated adjustment command based on the target steering coordination condition, vehicle motion data, and vehicle body state data includes: if the target steering coordination condition is a steering and braking coordination condition, then generating a first adjustment command based on the vehicle motion data and vehicle body state data.

[0098] It is understood that, after identifying the combined steering and braking conditions, the embodiments of this application generate a first adjustment command adapted to the conditions by combining vehicle motion and body state related data, so that the output control command matches the actual driving state of steering superimposed on braking.

[0099] It should be noted that the first adjustment command is a coordinated adjustment command output under the steering-braking coordinated working condition, which includes both brake control output and suspension anti-dive control output.

[0100] Specifically, after identifying the steering-braking coordinated working condition, the EPS controller calculates the expected braking torque based on the real-time vehicle motion state, calculates the suspension attitude adjustment output based on the vehicle body state, and integrates them to obtain the first adjustment command; in the implementation example, this command includes increasing the front suspension stiffness and redistributing the braking force.

[0101] In this embodiment of the application, generating a first adjustment command based on vehicle motion data and vehicle body state data includes: generating a braking adjustment command based on vehicle motion data; generating a first suspension adjustment command based on vehicle body state data; and generating the first adjustment command based on the braking adjustment command and the first suspension adjustment command.

[0102] It is understood that the embodiments of this application generate braking adjustment commands and first suspension adjustment commands respectively, and then merge them to obtain the first adjustment command, so as to realize the joint control of the two systems of braking and suspension, thereby coping with the change in vehicle pitch attitude caused by steering and braking at the same time.

[0103] It should be noted that the first suspension adjustment command is a suspension control command used to suppress body dive and pitching under steering-braking conditions, and includes adjustment information for suspension stiffness and front axle height.

[0104] Specifically, a braking adjustment command is calculated based on vehicle motion data and used to redistribute braking force to the ESC-HCU hydraulic control unit to prevent understeer; a first suspension adjustment command is obtained based on vehicle status data, and the two commands are then combined and packaged into a complete first adjustment command; actual tests show that this control can reduce the pitch angle from 3.8° to 2.6°.

[0105] In this embodiment of the application, generating a first suspension adjustment command based on vehicle body status data includes: extracting suspension stiffness and front axle height from the vehicle body status data; and generating a first suspension adjustment command based on the suspension stiffness and front axle height.

[0106] It is understood that the embodiments of this application read parameters representing the vehicle body attitude, such as suspension stiffness and front axle height, as input, and generate suspension adjustment commands based on the actual current suspension state of the vehicle to ensure that the suspension adjustment conforms to the real-time state of the vehicle.

[0107] Specifically, the system reads the current actual stiffness value of the suspension and the actual height of the front axle from the vehicle body status data. Using these two actual states as a benchmark, it calculates the amount of adjustment that the suspension needs to make. For example, in the embodiment, it outputs the adjustment content to increase the stiffness of the front suspension, generating a counter torque to resist the downward pressure of the front of the vehicle.

[0108] In this embodiment of the application, generating a first suspension adjustment command based on suspension stiffness and front axle height includes: calculating a target stiffness based on suspension stiffness; calculating a target height based on front axle height; and generating a first suspension adjustment command based on at least one of the target stiffness and target height.

[0109] It is understood that the embodiments of this application can selectively adjust one or both of the suspension stiffness and front axle height, with flexible control methods, which can specifically suppress the vehicle body pitching and diving phenomena that occur during braking and improve the vehicle body pitch attitude.

[0110] It should be noted that the target stiffness refers to the real-time calculated stiffness that the suspension needs to achieve under anti-dive control; the target height refers to the real-time calculated height that the front axle needs to achieve under anti-dive control.

[0111] Specifically, the target stiffness to resist the downward pressure of the front of the vehicle is calculated based on the current stiffness of the suspension, and the target height is calculated based on the current front axle height. Only the stiffness can be adjusted, only the height can be adjusted, or both stiffness and height can be adjusted simultaneously, and the first suspension adjustment command is output. Overall, it can achieve a reduction in pitch angle of more than 30%.

[0112] In this embodiment of the application, generating a coordinated adjustment command based on the target steering coordination condition, vehicle motion data, and vehicle body state data includes: if the target steering coordination condition is a steering and suspension coordination condition, generating a second suspension adjustment command based on the vehicle body state data, and using the second suspension adjustment command as the second adjustment command.

[0113] It is understood that, when the embodiment of this application identifies a cornering condition involving steering and suspension coordination, it generates a corresponding second suspension adjustment command based on the vehicle body state to adapt to the suspension control requirements of the vehicle in a cornering scenario.

[0114] It should be noted that the second suspension adjustment command is a suspension damping control command used to suppress body roll under the steering-suspension coordinated working condition; the second adjustment command is the coordinated adjustment command corresponding to the steering-suspension coordinated working condition.

[0115] Specifically, upon identifying the steering-suspension coordinated operating condition, the EPS controller combines steering wheel angle, vehicle speed, and yaw rate to predict the roll trend, reads the vehicle body status, calculates the second suspension adjustment command for roll compensation, and directly outputs this command as the second adjustment command. It adopts a feedforward + feedback composite control, and the response time is earlier than the traditional CDC passive response.

[0116] In this embodiment of the application, generating a second suspension adjustment command based on vehicle body state data includes: extracting the target suspension damping from the vehicle body state data; and generating a second suspension adjustment command based on the target suspension damping.

[0117] It is understood that the embodiments of this application use the target suspension damping as the basis for generating the second suspension adjustment command, and by adjusting the suspension damping, intervention on the body roll attitude is achieved.

[0118] It should be noted that the target suspension damping is the real-time calculated value of the suspension damping expected to suppress cornering roll, and it distinguishes between the inner wheel suspension and the outer wheel suspension of the vehicle.

[0119] Specifically, in this application embodiment, the target suspension damping corresponding to the inner and outer suspensions of the vehicle can be determined based on the current vehicle body roll situation, and a second suspension adjustment command can be generated based on the target damping value, which is then applied to the active suspension or CDC damper.

[0120] In this embodiment of the application, generating a second suspension adjustment command based on the target suspension damping includes: calculating the target adjustment damping based on the target suspension damping; and generating the second suspension adjustment command based on the target adjustment damping.

[0121] It is understood that in this embodiment of the application, the target suspension damping is converted into the actual target adjustment damping, and the output is a control quantity that can be recognized by the suspension actuator, thus completing the conversion of control parameters and facilitating the execution by the actuator.

[0122] It should be noted that the target adjustable damping is the damping output that has been calculated and adapted to the working range of the shock absorber hardware, and can be directly sent to the suspension actuator for execution.

[0123] Specifically, the theoretical target suspension damping is converted into a target adjustable damping that the CDC damper can recognize, and the final second suspension adjustment command is formed based on the target adjustable damping encapsulation; this control can reduce the roll angle by 25%-40%.

[0124] In this embodiment of the application, the target suspension damping includes at least one of increasing the outer suspension damping and decreasing the inner suspension damping.

[0125] It is understood that the embodiments of this application make differentiated adjustments to the damping of the inner and outer suspensions. By increasing the damping of the outer side and decreasing the damping of the inner side, the body roll tendency generated by the vehicle during cornering is counteracted, the body roll angle is reduced, and the vehicle stability during cornering is improved.

[0126] It should be noted that outer suspension damping refers to the suspension damping corresponding to the outer wheel of the vehicle when cornering; inner suspension damping refers to the suspension damping corresponding to the inner wheel of the vehicle when cornering.

[0127] Specifically, when a vehicle is cornering at high speed, the damping of the outer suspension can be increased only, or the damping of the inner suspension can be decreased only, or the damping adjustment of increasing the outer suspension and decreasing the inner suspension can be performed simultaneously to form an anti-roll moment and suppress body roll. In the example combined working condition, the measured roll angle decreased from 4.2° to 3.1°.

[0128] In step S103, multiple coordinated operations of the EPS actuator, braking system actuator, and suspension system actuator are controlled according to the coordinated adjustment command.

[0129] It is understood that the embodiments of this application utilize the generated coordinated adjustment instructions to uniformly schedule the coordinated actions of the three types of actuators: steering, braking, and suspension, to complete the joint control of multiple chassis systems, thereby improving the vehicle's dynamic state and enhancing driving stability and ride comfort.

[0130] In this embodiment of the application, multiple coordinated operations of the EPS actuator, braking system actuator, and suspension system actuator are controlled according to the coordinated adjustment command, including: splitting the coordinated adjustment command into EPS sub-commands, braking sub-commands, and suspension sub-commands; sending the EPS sub-commands to the EPS actuators, the braking sub-commands to the braking system actuators, and the suspension sub-commands to the suspension system actuators; and driving the corresponding actuators to perform corresponding actions.

[0131] It is understood that the embodiments of this application break down the unified coordinated adjustment command into sub-commands corresponding to different mechanisms and send them to each actuator respectively, so as to realize the synchronous drive of multiple actuators such as steering, braking and suspension, and ensure that the coordinated control of multiple systems can be implemented.

[0132] Specifically, such as Figure 2 As shown, the EPS controller breaks down the coordinated adjustment command into three types of sub-commands. The EPS sub-command is sent to the EPS actuator to drive the power steering motor; the braking sub-command is sent to the braking system actuator to control the on / off of the solenoid valve inside the ESC HCU and the start / stop of the pump motor to complete the distribution of braking force to the wheels; the suspension sub-command is sent to the suspension system actuator to adjust the damping force of the CDC shock absorber or the height of the air spring. All actuators move synchronously to complete the chassis coordinated control.

[0133] According to the vehicle steering cooperative control method proposed in this application, steering wheel data, vehicle motion data, wheel speed data, and vehicle body state data are uniformly aggregated into the electric power steering controller. This controller completes the identification of operating conditions and the generation of cooperative adjustment commands, and then directly controls the EPS actuator, braking system actuator, and suspension system actuator to work together. On the one hand, data and control logic are processed within the same controller, reducing dependence on external independent controllers, reducing redundant hardware investment, and simplifying the overall vehicle wiring layout. On the other hand, it eliminates the bus interaction link between multiple controllers, shortens communication latency, realizes the overall scheduling of steering, braking, and suspension, avoids control conflicts caused by independent decisions of multiple controllers, improves control synchronization under high dynamic conditions, and thus improves vehicle dynamic performance, driving stability, safety, and ride comfort.

[0134] The vehicle steering cooperative control method proposed in this application will be described below through a specific embodiment, such as... Figure 3 As shown, the specific steps are as follows: In step one, the system initialization operation is performed to complete the data acquisition of various sensors, and at the same time, the internal collaborative control algorithm of the EPS controller is loaded.

[0135] Specifically, after the system is powered on and initialized, the steering sensor, vehicle dynamic sensor, wheel speed sensor, and body status sensor begin to collect raw sensor data. The sensor signals are transmitted to the EPS controller via the CAN bus or hard wire. The EPS controller loads the EPS control algorithm, braking coordination control algorithm, and suspension coordination control algorithm, and prepares to carry out working condition judgment and calculation.

[0136] In step two, the EPS controller continuously determines whether the two conditions are met simultaneously: steering wheel operation and braking deceleration greater than 0.4g.

[0137] Understandably, this judgment logic is used to identify steering braking conditions, that is, driving scenarios in which emergency braking is performed during steering.

[0138] Specifically, the EPS controller reads the steering wheel torque and angle signals to confirm that the steering wheel has made a steering action. At the same time, it analyzes the vehicle's longitudinal acceleration to obtain the braking deceleration. When the braking deceleration is greater than 0.4g, it determines that anti-dive control is triggered. If the condition is not met, it jumps to step four.

[0139] In step three, if the judgment result of step two is yes, the steering and braking coordination control process is entered: first, the expected braking torque is calculated; second, a predictive command to increase the front suspension stiffness or adjust the front axle height is sent to the active suspension; finally, the ESC system is coordinated to complete the redistribution of wheel braking force.

[0140] Understandably, by combining early suspension intervention and brake force redistribution, the problem of nose-diving caused by braking is suppressed, while avoiding the risk of rear wheel lift-off and understeer caused by changes in pitch attitude.

[0141] Specifically, the EPS controller calculates the expected braking torque by combining wheel speed, acceleration, and steering wheel angle, and outputs commands in advance to increase the front suspension stiffness or raise the front axle height, generating a counter-torque to resist the downward pressure of the vehicle's front end. Simultaneously, it regulates the HCU hydraulic control unit of the ESC system to adjust the braking force distribution ratio. Actual testing shows that this control strategy can reduce the vehicle's pitch angle from 3.8° to 2.6°, a reduction of over 30% overall. After execution, proceed to step six.

[0142] In step four, the EPS controller determines whether the two conditions are met simultaneously: the vehicle's lateral acceleration is greater than 0.3g and the steering wheel angle reaches the set threshold.

[0143] Understandably, this step is used to identify steering-suspension coordination conditions during high-speed cornering.

[0144] Specifically, the EPS controller analyzes the lateral acceleration to obtain the lateral acceleration value, reads the steering wheel angle signal, and if the lateral acceleration is greater than 0.3g and the steering wheel angle exceeds the calibrated threshold, it is determined that a high-speed curve has been entered, and roll compensation control is triggered; otherwise, it jumps to step six.

[0145] In step five, if the judgment result of step four is yes, the steering suspension coordinated control process is entered: first, the body roll trend that will occur is predicted by combining the steering wheel angle, vehicle speed, and yaw rate; then, the suspension is adjusted to increase the damping of the outer suspension and decrease the damping of the inner suspension to generate anti-roll torque; then, the roll compensation output is adjusted in real time based on the feedforward and feedback composite control logic.

[0146] Understandably, the roll compensation control strategy of this application intervenes earlier than the passive response of the CDC damper in related technologies, actively counteracting the body roll caused by cornering.

[0147] Specifically, the EPS controller relies on feedforward logic to predict roll trends and differentially adjusts the damping of the inner and outer suspensions, acting on the active suspension or CDC shock absorbers. This is then combined with closed-loop correction compensation based on vehicle posture feedback. Actual measurements show that this can reduce the vehicle roll angle from 4.2° to 3.1°, a reduction of 25% to 40%, improving vehicle cornering stability. After execution, proceed to step six.

[0148] In step six, the current control cycle ends, and the system returns to the loop entry point after initialization, continuously collecting sensor signals and performing condition identification and coordinated control. This process continues to run continuously throughout the vehicle's operation, responding in real-time to the driver's steering and braking actions.

[0149] Specifically, after a single cycle of chassis collaborative control algorithm operation ends, it does not stop directly, but returns to the working condition judgment node to continuously monitor the vehicle's operating status. Once the corresponding working condition trigger condition is met again, the corresponding collaborative control logic is re-executed.

[0150] In summary, the embodiments of this application have at least the following beneficial effects: (1) Achieve high integration of chassis control functions, integrate the steering, braking and suspension control functions that were originally divided into three independent ECUs into a single EPS controller, reduce the number of vehicle hardware, reduce system cost by about 15%, and save more than 20% of wiring harness length. (2) It has stronger chassis collaborative control capabilities, and performs unified state perception and joint decision-making for the three major systems of steering, braking and suspension, avoiding control conflicts caused by independent operation of multiple controllers; (3) Faster control response speed, eliminating cross-controller communication delay between multiple ECUs, shortening the control cycle to the millisecond level, and improving the real-time performance of chassis control; (4) Effectively improves the dynamic performance of the vehicle and significantly improves the driving stability, ride comfort and driving safety of the vehicle under complex conditions such as emergency braking in curves and high-speed cornering.

[0151] Next, the vehicle steering coordination control device proposed according to the embodiments of this application is described with reference to the accompanying drawings.

[0152] Figure 4 This is a block diagram of a vehicle steering cooperative control device according to an embodiment of this application.

[0153] like Figure 4 As shown, the vehicle steering coordination control device 40 is applied to the electric power steering controller and includes: an acquisition module 401, an identification module 402 and a control module 403.

[0154] The acquisition module 401 is used to acquire vehicle steering wheel data, vehicle motion data, wheel speed data, and vehicle body status data; the identification module 402 is used to identify the target steering coordination condition based on the steering wheel data, vehicle motion data, and wheel speed data, and generate a coordination adjustment command based on the target steering coordination condition, vehicle motion data, and vehicle body status data; the control module 403 is used to control the coordinated operation of multiple EPS actuators, braking system actuators, and suspension system actuators according to the coordination adjustment command.

[0155] In this embodiment, the identification module 402 is further configured to: identify the driver's steering operation based on steering wheel data; and after identifying the steering operation, identify the target steering coordination condition based on vehicle motion data and wheel speed data.

[0156] In this embodiment, the identification module 402 is further used to: extract the steering wheel torque and steering wheel angle from the steering wheel data; and identify the vehicle's steering operation based on the steering wheel torque and steering wheel angle.

[0157] In this embodiment of the application, the identification module 402 is further configured to: if the steering wheel torque is greater than the preset torque and the steering wheel angle is greater than the preset angle, then identify that the driver has performed a steering operation; otherwise, identify that the driver has not performed a steering operation.

[0158] In this embodiment, the identification module 402 is further used to: extract the yaw rate and vehicle acceleration from the vehicle motion data; and identify the target steering coordination condition based on the yaw rate, vehicle acceleration, and wheel speed data.

[0159] In this embodiment, the identification module 402 is further configured to: identify the steering and braking coordination condition based on vehicle body acceleration and wheel speed data; and identify the steering and suspension coordination condition based on yaw rate and wheel speed data.

[0160] In this embodiment of the application, the identification module 402 is further used to: extract braking deceleration from vehicle acceleration and extract steering wheel angle change rate from steering wheel data; when the braking deceleration is detected to be greater than a first preset threshold and the steering wheel angle change rate is greater than a second preset threshold, the steering and braking coordinated working condition is identified.

[0161] In this embodiment of the application, the identification module 402 is further used to: extract lateral acceleration from the vehicle body acceleration; when the lateral acceleration is detected to be greater than a third preset threshold, the steering and suspension cooperative working condition is identified.

[0162] In this embodiment, the identification module 402 is further configured to: if the target steering coordination condition is a steering and braking coordination condition, generate a first adjustment command based on vehicle motion data and vehicle body state data.

[0163] In this embodiment, the identification module 402 is further configured to: generate a braking adjustment command based on vehicle motion data; generate a first suspension adjustment command based on vehicle body state data; and generate a first adjustment command based on the braking adjustment command and the first suspension adjustment command.

[0164] In this embodiment, the identification module 402 is further configured to: extract the suspension stiffness and front axle height from the vehicle body status data; and generate a first suspension adjustment command based on the suspension stiffness and front axle height.

[0165] In this embodiment, the identification module 402 is further configured to: calculate the target stiffness based on the suspension stiffness; calculate the target height based on the front axle height; and generate a first suspension adjustment command based on at least one of the target stiffness and the target height.

[0166] In this embodiment of the application, the identification module 402 is further configured to: if the target steering coordination condition is a steering and suspension coordination condition, generate a second suspension adjustment command based on the vehicle body state data, and use the second suspension adjustment command as the second adjustment command.

[0167] In this embodiment, the identification module 402 is further configured to: extract the target suspension damping from the vehicle body state data; and generate a second suspension adjustment command based on the target suspension damping.

[0168] In this embodiment, the identification module 402 is further configured to: calculate the target adjustment damping based on the target suspension damping; and generate a second suspension adjustment command based on the target adjustment damping.

[0169] In this embodiment of the application, the identification module 402 is further configured to: the target suspension damping includes at least one of increased outer suspension damping and decreased inner suspension damping.

[0170] In this embodiment, the control module 403 is further configured to: decompose the coordinated adjustment command into EPS sub-commands, braking sub-commands, and suspension sub-commands; send the EPS sub-commands to the EPS actuators, the braking sub-commands to the braking system actuators, and the suspension sub-commands to the suspension system actuators; and drive the corresponding actuators to perform the corresponding actions respectively.

[0171] It should be noted that the foregoing explanation of the vehicle steering cooperative control method embodiment also applies to the vehicle steering cooperative control device of this embodiment, and will not be repeated here.

[0172] According to the vehicle steering coordination control device proposed in this application, steering wheel data, vehicle motion data, wheel speed data, and vehicle body status data are uniformly aggregated into the electric power steering controller. This controller completes the identification of operating conditions and the generation of coordination adjustment commands, and then directly controls the EPS actuator, braking system actuator, and suspension system actuator to work together. On the one hand, data and control logic are processed within the same controller, reducing dependence on external independent controllers, reducing redundant hardware investment, and simplifying the overall vehicle wiring layout. On the other hand, it eliminates the bus interaction link between multiple controllers, shortens communication latency, realizes the overall scheduling of steering, braking, and suspension, avoids control conflicts caused by independent decisions of multiple controllers, improves control synchronization under high dynamic conditions, and thus improves vehicle dynamic performance, driving stability, safety, and ride comfort.

[0173] Figure 5 A schematic diagram of the structure of a vehicle provided in an embodiment of this application. The vehicle may include: The memory 501, the processor 502, and the computer program stored on the memory 501 and capable of running on the processor 502.

[0174] When the processor 502 executes the program, it implements the vehicle steering cooperative control method provided in the above embodiments.

[0175] Furthermore, the vehicle also includes: Communication interface 503 is used for communication between memory 501 and processor 502.

[0176] The memory 501 is used to store computer programs that can run on the processor 502.

[0177] The memory 501 may include high-speed RAM (Random Access Memory) memory, and may also include non-volatile memory, such as at least one disk storage.

[0178] If the memory 501, processor 502, and communication interface 503 are implemented independently, then the communication interface 503, memory 501, and processor 502 can be interconnected via a bus to complete communication between them. The bus can be an ISA (Industry Standard Architecture) bus, a PCI (Peripheral Component Interconnect) bus, or an EISA (Extended Industry Standard Architecture) bus, etc. The bus can be divided into address bus, data bus, control bus, etc. For ease of representation, Figure 5 The bus is represented by a single thick line, but this does not mean that there is only one bus or one type of bus.

[0179] Optionally, in a specific implementation, if the memory 501, processor 502, and communication interface 503 are integrated on a single chip, then the memory 501, processor 502, and communication interface 503 can communicate with each other through an internal interface.

[0180] The processor 502 may be a CPU (Central Processing Unit), an ASIC (Application Specific Integrated Circuit), or one or more integrated circuits configured to implement the embodiments of this application.

[0181] This application also provides a computer-readable storage medium storing a computer program thereon, which, when executed by a processor, implements the above-described vehicle steering cooperative control method.

[0182] This application also provides a computer program product, including a computer program that, when executed by a processor, implements the above-described vehicle steering cooperative control method.

[0183] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0184] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, "N" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0185] Any process or method described in the flowchart or otherwise herein can be understood as representing a module, segment, or portion of code comprising one or N executable instructions for implementing custom logic functions or processes, and the scope of the preferred embodiments of this application includes additional implementations in which functions may be performed not in the order shown or discussed, including substantially simultaneously or in reverse order depending on the functions involved, as should be understood by those skilled in the art to which embodiments of this application pertain.

[0186] It should be understood that various parts of this application can be implemented using hardware, software, firmware, or a combination thereof. In the above embodiments, steps or methods can be implemented using software or firmware stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware, as in another embodiment, it can be implemented using any of the following techniques known in the art, or a combination thereof: discrete logic circuits having logic gates for implementing logical functions on data signals, application-specific integrated circuits (ASICs) having suitable combinational logic gates, programmable gate arrays (FPGAs), field-programmable gate arrays (FPGAs), etc.

[0187] Those skilled in the art will understand that all or part of the steps of the methods implementing the above embodiments can be implemented by a program instructing related hardware. The program can be stored in a computer-readable storage medium, and when executed, the program includes one or a combination of the steps of the method embodiments.

[0188] Although embodiments of this application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting this application. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of this application.

Claims

1. A vehicle steering cooperative control method, characterized in that, The method is applied to an electric power steering controller, wherein the method includes the following steps: Acquire vehicle steering wheel data, vehicle motion data, wheel speed data, and vehicle body status data; The target steering coordination condition is identified based on the steering wheel data, the vehicle motion data, and the wheel speed data. A coordination adjustment command is generated based on the target steering coordination condition, the vehicle motion data, and the vehicle body status data. The coordinated adjustment command controls the coordinated operation of multiple actuators, including the EPS actuator, the braking system actuator, and the suspension system actuator.

2. The vehicle steering cooperative control method according to claim 1, characterized in that, The step of identifying the target steering coordination condition based on the steering wheel data, the vehicle motion data, and the wheel speed data includes: The driver's steering input is identified based on the steering wheel data; After the steering operation is detected, the target steering coordination condition is identified based on the vehicle motion data and the wheel speed data.

3. The vehicle steering cooperative control method according to claim 2, characterized in that, The step of recognizing the driver's steering operation based on the steering wheel data includes: Extract the steering wheel torque and steering wheel angle from the steering wheel data; The vehicle's steering operation is identified based on the steering wheel torque and the steering wheel angle.

4. The vehicle steering cooperative control method according to claim 3, characterized in that, The step of recognizing the driver's steering operation based on the steering wheel data includes: If the steering wheel torque is greater than a preset torque and the steering wheel angle is greater than a preset angle, then the driver is identified as having performed a steering operation; otherwise, the driver is identified as not having performed the steering operation.

5. The vehicle steering cooperative control method according to claim 2, characterized in that, The step of identifying the target steering coordination condition based on the vehicle motion data and the wheel speed data includes: Extract the yaw rate and vehicle acceleration from the vehicle motion data; The target steering coordination condition is identified based on the yaw rate, the vehicle body acceleration, and the wheel speed data.

6. The vehicle steering cooperative control method according to claim 5, characterized in that, The step of identifying the target steering coordination condition based on the yaw rate, the vehicle acceleration, and the wheel speed data includes: The steering and braking coordination conditions are identified based on the vehicle body acceleration and wheel speed data. The steering and suspension coordination conditions are identified based on the yaw rate and wheel speed data.

7. The vehicle steering cooperative control method according to claim 6, characterized in that, The step of identifying the steering and braking coordination condition based on the vehicle body acceleration and wheel speed data includes: The braking deceleration is extracted from the vehicle body acceleration, and the steering wheel angle change rate is extracted from the steering wheel data; When the braking deceleration is detected to be greater than the first preset threshold and the steering wheel angle change rate is greater than the second preset threshold, the steering and braking coordinated working condition is identified.

8. The vehicle steering cooperative control method according to claim 6, characterized in that, The step of identifying the steering and suspension coordination condition based on the yaw rate and wheel speed data includes: Extract lateral acceleration from the vehicle body acceleration; When the detected lateral acceleration is greater than the third preset threshold, the steering and suspension working condition is identified.

9. The vehicle steering cooperative control method according to claim 1, characterized in that, The step of generating a coordinated adjustment command based on the target steering coordination condition, the vehicle motion data, and the vehicle body state data includes: If the target steering coordination condition is a steering and braking coordination condition, then a first adjustment command is generated based on the vehicle motion data and the vehicle body state data.

10. The vehicle steering cooperative control method according to claim 9, characterized in that, The step of generating a first adjustment command based on the vehicle motion data and the vehicle body state data includes: Braking adjustment commands are generated based on the vehicle motion data; A first suspension adjustment command is generated based on the vehicle body status data; The first adjustment command is generated based on the brake adjustment command and the first suspension adjustment command.

11. The vehicle steering cooperative control method according to claim 10, characterized in that, The step of generating the first suspension adjustment command based on the vehicle body state data includes: Extract the suspension stiffness and front axle height from the vehicle body status data; The first suspension adjustment command is generated based on the suspension stiffness and the front axle height.

12. The vehicle steering cooperative control method according to claim 11, characterized in that, The step of generating the first suspension adjustment command based on the suspension stiffness and the front axle height includes: Calculate the target stiffness based on the suspension stiffness; Calculate the target height based on the front axle height; The first suspension adjustment command is generated based on at least one of the target stiffness and the target height.

13. The vehicle steering cooperative control method according to claim 1, characterized in that, The step of generating a coordinated adjustment command based on the target steering coordination condition, the vehicle motion data, and the vehicle body state data includes: If the target steering coordination condition is a steering and suspension coordination condition, then a second suspension adjustment command is generated based on the vehicle body state data, and the second suspension adjustment command is used as the second adjustment command.

14. The vehicle steering cooperative control method according to claim 13, characterized in that, The step of generating a second suspension adjustment command based on the vehicle body state data includes: Extract the target suspension damping from the vehicle body state data; The second suspension adjustment command is generated based on the target suspension damping.

15. The vehicle steering cooperative control method according to claim 14, characterized in that, The step of generating the second suspension adjustment command based on the target suspension damping includes: Calculate the target adjustable damping based on the target suspension damping; The second suspension adjustment command is generated based on the target damping adjustment.

16. The vehicle steering cooperative control method according to claim 14 or 15, characterized in that, The target suspension damping includes at least one of increased outer suspension damping and decreased inner suspension damping.

17. The vehicle steering cooperative control method according to claim 1, characterized in that, The control of multiple coordinated operations of the EPS actuator, braking system actuator, and suspension system actuator according to the coordinated adjustment command includes: The coordinated adjustment command is broken down into EPS sub-command, braking sub-command, and suspension sub-command; The EPS sub-command is sent to the EPS actuator, the braking sub-command is sent to the braking system actuator, and the suspension sub-command is sent to the suspension system actuator. Each actuator is driven to perform its corresponding action.

18. A vehicle steering cooperative control device, characterized in that, The device is applied to an electric power steering controller, wherein the device includes: The acquisition module is used to acquire vehicle steering wheel data, vehicle motion data, wheel speed data, and vehicle body status data; The identification module is used to identify the target steering coordination condition based on the steering wheel data, the vehicle motion data, and the wheel speed data, and to generate a coordination adjustment command based on the target steering coordination condition, the vehicle motion data, and the vehicle body status data. The control module is used to control the coordinated operation of multiple EPS actuators, braking system actuators, and suspension system actuators according to the coordinated adjustment instructions.

19. A vehicle, characterized in that, include: A memory, a processor, and a computer program stored in the memory and executable on the processor, the processor executing the program to implement the vehicle steering cooperative control method according to any one of claims 1-17.

20. A computer-readable storage medium having a computer program or instructions stored thereon, characterized in that, When the computer program or instructions are executed by the processor, the vehicle steering cooperative control method according to any one of claims 1-17 is implemented.

21. A computer program product, characterized in that, The system includes a computer program that, when executed by a processor, implements the vehicle steering cooperative control method according to any one of claims 1-17.

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