Steering assist control method, apparatus, and vehicle

Abstract

A steering assist control method, an apparatus, and a vehicle. The method comprises: acquiring path information and vehicle state information, the path information indicating the curvature and curvature change rate of a planned path from a current position where a vehicle is located to a target position, and the vehicle state information indicating the current vehicle speed and position and orientation of the vehicle; and when the path information indicates that the vehicle needs to steer in a first direction, on the basis of the vehicle state information, controlling a drive / brake system of the vehicle to apply a first braking force to a first side wheel, the first side wheel being at least one wheel of the vehicle located on the inner side of the first direction. The technical solution can be applied to the field of intelligent driving of intelligent vehicles such as new energy vehicles and electric vehicles, can expand the capability boundary of vehicles in an autonomous driving state, and improve the steering capability of vehicles in emergency steering situations, thereby improving the reliability and safety of vehicles.

Description

Steering assist control methods, devices and vehicles Technical Field

[0001] This application relates to the field of intelligent driving, and more specifically, to a steering assist control method, device, and vehicle. Background Technology

[0002] As vehicles become increasingly intelligent and automated, more and more vehicles are equipped with intelligent driving systems to reduce driving stress and improve safety. Intelligent driving systems include numerous active safety functions, such as Automatic Emergency Braking (AEB), Lane Departure Warning (LDW), Emergency Lane Keeping Assist (ELKA), Evasive Steering Assist (ESA), and Automatic Emergency Steering (AES), which can enhance driving safety. In emergency situations, these active safety functions can proactively assess and take preventative safety measures before the driver's subjective reaction.

[0003] However, current active safety features have some limitations when dealing with emergency turns. For example, when the vehicle is in autonomous driving mode, an excessively large turning angle may prevent the vehicle from following the planned path, potentially leading to an accident. Summary of the Invention

[0004] This application provides a steering assist control method, device, and vehicle that can extend the capability boundaries of a vehicle in autonomous driving mode, improve the vehicle's steering ability in emergency steering situations, and thereby improve the vehicle's reliability and safety.

[0005] In a first aspect, a steering assist control method is provided, which can be executed by a vehicle; or, it can also be executed by a vehicle's computing platform; or, it can also be executed by a chip or circuit for the vehicle, without limitation thereof.

[0006] The method includes: acquiring path information and vehicle status information, wherein the path information indicates the curvature and rate of curvature change of the planned path from the current position of the vehicle to the target position, and the vehicle status information indicates the current speed and position of the vehicle; when the path information indicates that the vehicle needs to turn in a first direction, the method controls the vehicle's drive and braking system to apply a first braking force to a first side wheel according to the vehicle status information, wherein the first side wheel is at least one wheel of the vehicle located inside the first direction.

[0007] In some implementations, when the first side wheel is a single wheel, the first braking force is the braking force applied to that single wheel; or, when the first side wheel includes two wheels, front and rear, the first braking force is the sum of the braking forces applied to the two wheels.

[0008] In the above technical solution, when the vehicle needs to turn, braking force is applied to the inner wheel on the turning side to compensate for the steering wheel angle. When the turning angle required is small, the steering wheel does not need to be turned or only needs to be turned by a small angle, reducing the steering wheel rotation amplitude during autonomous driving and helping to improve the driver's driving experience. When the turning angle required is too large, making it impossible to control the vehicle to travel along the planned path by turning the steering wheel, the braking force applied to the inner wheel on the turning side can improve the vehicle's following ability of the planned path, thereby improving the vehicle's reliability and safety.

[0009] In conjunction with the first aspect, in some implementations of the first aspect, controlling the vehicle's drive and braking system to apply a first braking force to the first wheel side based on vehicle state information includes: when the curvature of the planned path is greater than or equal to a curvature threshold, or the rate of change of curvature of the planned path is greater than or equal to a rate of change threshold, determining the first braking force based on the vehicle state information, and controlling the drive and braking system to apply the first braking force to the first wheel side.

[0010] Among them, the rate of curvature change indicates how the curvature of the planned path changes with different positions in the planned path.

[0011] In the aforementioned technical solution, when the curvature of the planned path is small or the rate of change of curvature is small, no braking force is applied to the vehicle; conversely, when the curvature of the planned path is too large or the rate of change of curvature is too large, the first braking force is applied to the first wheel. This helps reduce the computational complexity and overhead during the vehicle's steering process. Furthermore, prolonged application of braking force to the wheels for yaw moment compensation may cause the vehicle's brake discs to overheat, affecting the vehicle's braking system's response to braking signals. This could prevent the braking system from providing the desired braking force, potentially causing the vehicle to be unable to follow the planned path in the short term, and potentially impacting the lifespan and reliability of the vehicle's braking and chassis systems in the long term. Therefore, applying the first braking force to the first wheel when the curvature of the planned path is too large or the rate of change of curvature is too large also helps improve the reliability of the vehicle's autonomous driving system, as well as the lifespan and reliability of the vehicle's braking and chassis systems.

[0012] In conjunction with the first aspect, in some implementations of the first aspect, controlling the vehicle's drive and braking system to apply a first braking force to the first wheel includes: determining desired steering angle information based on vehicle state information and path information, wherein the desired steering angle information indicates a first angle by which the vehicle's steering wheel needs to rotate in a first direction within a pre-aiming time; determining an additional yaw moment based on the first angle when the first angle indicated by the desired steering angle information is greater than or equal to a first threshold; and controlling the drive and braking system to apply the first braking force to the first wheel based on the additional yaw moment.

[0013] In the above technical solution, when the vehicle cannot be controlled to travel along the planned path by turning the steering wheel, the first braking force is applied to the first wheel, which helps to improve the vehicle's ability to follow the planned path, thereby improving the vehicle's safety.

[0014] In conjunction with the first aspect, in some implementations of the first aspect, the method further includes: controlling the steering wheel to rotate a second angle in a first direction within a first duration, wherein the first duration is less than or equal to the pre-aiming duration, and the second angle is less than or equal to a first threshold.

[0015] In the above technical solution, in addition to applying braking force to the first wheel, the steering wheel is also controlled to rotate in order to avoid the additional yaw moment generating an excessive yaw rate gain that would affect the stability of the vehicle, and also to help ensure the performance and lifespan of the braking system and chassis system.

[0016] In conjunction with the first aspect, in some implementations of the first aspect, the method further includes: determining the yaw rate gain generated by the additional yaw moment based on the additional yaw moment; controlling the vehicle's drive and braking system to apply a first braking force to the first wheel, including: controlling the drive and braking system to apply the first braking force to the first wheel when the yaw rate gain is less than or equal to a second threshold.

[0017] In the above technical solution, the first braking force is applied only when the yaw rate gain generated by the additional yaw moment is less than a certain threshold, so as to avoid the yaw rate gain of the braking force being too large and affecting the stability of the vehicle.

[0018] In conjunction with the first aspect, in some implementations of the first aspect, the method further includes: determining an additional driving force based on a first braking force and a desired speed of the vehicle; and controlling the vehicle's drive system to apply the additional driving force to the front wheels and / or rear wheels of the vehicle.

[0019] In the above technical solution, driving force compensation is performed based on the braking force applied to the vehicle in order to reduce the impact of braking force on the vehicle's speed.

[0020] In a second aspect, a steering assist control device is provided, comprising an acquisition unit and a processing unit, wherein the acquisition unit is configured to: acquire path information and vehicle status information, the path information indicating the curvature and rate of change of curvature of a planned path from the current position of the vehicle to a target position, and the vehicle status information indicating the current speed and position of the vehicle; the processing unit is configured to: when the path information indicates that the vehicle needs to turn in a first direction, control the vehicle's drive and braking system to apply a first braking force to a first side wheel based on the vehicle status information, wherein the first side wheel is at least one wheel of the vehicle located on the inner side in the first direction.

[0021] In conjunction with the second aspect, in some implementations of the second aspect, the processing unit is used to: determine a first braking force based on vehicle state information and control the drive braking system to apply the first braking force to the first side wheel when the curvature of the planned path is greater than or equal to a curvature threshold, or the rate of change of curvature of the planned path is greater than or equal to a rate of change threshold.

[0022] In conjunction with the second aspect, in some implementations of the second aspect, the processing unit is used to: determine desired steering angle information based on vehicle status information and path information, wherein the desired steering angle information indicates a first angle by which the vehicle's steering wheel needs to be turned in the first direction within the pre-aiming time; when the first angle indicated by the desired steering angle information is greater than or equal to a first threshold, determine an additional yaw moment based on the first angle; and control the drive and braking system to apply a first braking force to the first side wheel based on the additional yaw moment.

[0023] In conjunction with the second aspect, in some implementations of the second aspect, the processing unit is also used to: control the steering wheel to rotate a second angle in a first direction within a first duration, wherein the first duration is less than or equal to the pre-aiming duration, and the second angle is less than a first threshold.

[0024] In conjunction with the second aspect, in some implementations of the second aspect, the processing unit is further configured to: determine the yaw rate gain generated by the additional yaw moment based on the additional yaw moment; and control the drive-brake system to apply a first braking force to the first side wheel when the yaw rate gain is less than or equal to a second threshold.

[0025] In conjunction with the second aspect, in some implementations of the second aspect, the processing unit is further configured to: determine an additional driving force based on the first braking force and the desired speed of the vehicle; and control the vehicle's drive system to apply the additional driving force to the front wheels and / or rear wheels of the vehicle.

[0026] Thirdly, a steering assist control device is provided, the device comprising: a processor for executing a computer program stored in the memory, such that the device performs the method in any possible implementation of the first aspect described above.

[0027] In conjunction with the third aspect, in some implementations of the third aspect, the device also includes a memory.

[0028] Fourthly, a computer program product is provided, comprising: computer program code, which, when executed on a computer or processor, causes the computer or processor to perform the method in any possible implementation of the first aspect.

[0029] It should be noted that the above computer program code can be stored in whole or in part on a storage medium, which can be packaged together with the processor or packaged separately from the processor.

[0030] Fifthly, a computer-readable storage medium is provided, the computer-readable medium storing instructions that, when executed by a processor, cause the processor to implement the method in any possible implementation of the first aspect.

[0031] In a sixth aspect, a chip is provided that includes circuitry for performing the method in any of the possible implementations of the first aspect described above.

[0032] In a seventh aspect, a vehicle is provided that includes means as in any possible implementation of the second or third aspect, or the vehicle includes a computer-readable storage medium as in any possible implementation of the fifth aspect, or the vehicle includes a chip as in any possible implementation of the sixth aspect, or the vehicle is loaded with a computer program product as in any possible implementation of the fourth aspect.

[0033] In conjunction with the seventh aspect, in some implementations of the seventh aspect, the vehicle is a vehicle in a broad sense, such as a means of transportation (e.g., commercial vehicles, passenger cars, motorcycles, flying cars, trains, etc.), industrial vehicles (e.g., forklifts, trailers, tractors, etc.), engineering vehicles (e.g., excavators, bulldozers, cranes, etc.), agricultural equipment (e.g., lawnmowers, harvesters, etc.), amusement equipment, toy vehicles, etc. In practical implementation, the vehicle can also be a road vehicle, a water vehicle, an air vehicle, industrial equipment, agricultural equipment, or other intelligent driving equipment such as entertainment equipment. Attached Figure Description

[0034] Figure 1 is a functional schematic block diagram of the vehicle provided in an embodiment of this application;

[0035] Figure 2 is a schematic block diagram of the steering assist control system architecture provided in an embodiment of this application;

[0036] Figure 3 is a schematic diagram of the braking system and drive system of the vehicle provided in an embodiment of this application;

[0037] Figure 4 is a schematic diagram of an application scenario of the steering assist control scheme provided in the embodiments of this application;

[0038] Figure 5 is another schematic diagram of an application scenario of the steering assist control scheme provided in the embodiments of this application;

[0039] Figure 6 is another schematic diagram of the application scenario of the steering assist control scheme provided in the embodiments of this application;

[0040] Figure 7 is a schematic flowchart of the steering assist control method provided in an embodiment of this application;

[0041] Figure 8 is a schematic diagram of the dynamic model of the vehicle involved in the embodiments of this application;

[0042] Figure 9 is another schematic flowchart of the steering assist control method provided in the embodiments of this application;

[0043] Figure 10 is a schematic block diagram of the steering assist control device provided in an embodiment of this application;

[0044] Figure 11 is another schematic block diagram of the steering assist control device provided in the embodiments of this application. Detailed Implementation

[0045] Figure 1 is a functional block diagram of a vehicle provided in an embodiment of this application. As shown in Figure 1, the vehicle 100 includes a computing platform 150, or may further include a perception system 120. The perception system 120 may include several sensors for sensing information about the surrounding environment of the vehicle 100. For example, the perception system 120 may include a positioning system, which may be a Global Positioning System (GPS), a BeiDou system, or another positioning system. As another example, the perception system 120 may also include one or more of the following: an inertial measurement unit (IMU), lidar, millimeter-wave radar, ultrasonic radar, and a camera device.

[0046] Some or all of the functions of vehicle 100 can be controlled by computing platform 150. Computing platform 150 may include processors 151 to 15n. A processor is a circuit with signal processing capabilities. In one implementation, the processor can be a circuit with instruction read and execute capabilities, such as a central processing unit (CPU), microprocessor, graphics processing unit (GPU) (which can be understood as a type of microprocessor), or digital signal processor (DSP). In another implementation, the processor can implement certain functions through the logical relationships of hardware circuits. These logical relationships are fixed or reconfigurable. For example, the processor may be a hardware circuit implemented using an application-specific integrated circuit (ASIC) or a programmable logic device (PLD), such as a field-programmable gate array (FPGA). In reconfigurable hardware circuits, the process of the processor loading a configuration document and configuring the hardware circuit can be understood as the process of the processor loading instructions to implement related functions. Furthermore, the processor can also be a hardware circuit designed for artificial intelligence, which can be understood as an ASIC, such as a neural network processing unit (NPU), tensor processing unit (TPU), deep learning processing unit (DPU), etc. In addition, the computing platform 150 may also include a memory for storing instructions. Some or all of the processors 151 to 15n can call the instructions in the memory to implement the corresponding functions.

[0047] The computing platform 150 can control the operation of the intelligent driving system, which may include an advanced driving assistance system (ADAS) and an autonomous driving system (ADS). The intelligent driving system utilizes various sensors on the vehicle (including but not limited to: LiDAR, millimeter-wave radar, cameras, ultrasonic sensors, GPS, and inertial measurement units) to acquire information from the vehicle's surroundings, and analyzes and processes this information to achieve functions such as obstacle perception, target recognition, vehicle localization, path planning, and driver monitoring / alerts, thereby improving the safety, automation, and comfort of driving the vehicle.

[0048] At different levels of autonomous driving (or intelligent driving levels, ranging from L0 to L5, totaling six levels), intelligent driving systems can achieve different levels of automated driving assistance based on artificial intelligence algorithms and information acquired by multiple sensors. These levels of autonomous driving are based on the classification standards of the Society of Automotive Engineers (SAE). Specifically, L0 is no automation; L1 is driver assistance; L2 is partial automation; L3 is conditional automation; L4 is high automation; and L5 is full automation. At levels L1 to L3, the task of monitoring road conditions and reacting is jointly completed by the driver and the system, requiring the driver to take over dynamic driving tasks. Levels L4 and L5 allow the driver to completely transform into a passenger. Currently, the functions that intelligent driving systems can achieve mainly include, but are not limited to: adaptive cruise control, automatic emergency braking, automatic parking, blind spot monitoring, forward cross-traffic alert / braking, rear cross-traffic alert / braking, forward collision warning, lane departure warning, lane keeping assist, rear collision warning, traffic sign recognition, traffic jam assist, and highway assist. It should be understood that the above-mentioned functions can have specific modes at different levels of autonomous driving (L0-L5). The higher the level of autonomous driving, the more intelligent the corresponding mode.

[0049] In this application, the perception system 120 can perceive the motion state of obstacles around the vehicle and road environment information. The computing platform 150 can plan a driving path for the vehicle based on the motion state of obstacles and road environment information, and control the vehicle to drive along the planned path. When the vehicle is in autonomous driving mode, if the curvature of the planned driving path is too large, making it impossible for the vehicle to achieve the target steering by simply turning the steering wheel (i.e., understeering), thus causing the vehicle to be unable to drive along the planned path, the computing platform 150 can determine the yaw moment that needs to be added to the vehicle based on the vehicle's speed and the curvature of the planned path, and then apply braking force to one of the inner wheels of the vehicle when it is turning, based on the added yaw moment, to improve the vehicle's steering ability.

[0050] It should be noted that the steering assist control scheme provided in this application can be deployed as a new active safety function in the vehicle's computing platform, or the steering assist control scheme provided in this application can be deployed as a new driver assistance function in the vehicle's computing platform.

[0051] The role of the computing platform 150 in this application will be explained in detail below with reference to Figure 2. Figure 2 shows a schematic block diagram of the steering assist control system architecture provided in an embodiment of this application. The system includes a path planning module 210, a control module 220, and an actuator 230. The path planning module 210 and the control module 220 may each include one or more processors from the computing platform 150 shown in Figure 1, and the actuator 230 may include the steering, drive, and braking control system in the vehicle 100. More specifically:

[0052] The path planning module 210 can plan a path for the vehicle from its current location to the target location based on the road environment information perceived by the perception system 120, and input the path planning module into the control module 220. The road environment information can indicate information about obstacles around the vehicle, or it can also indicate road boundary, lane lines, and other road structure information.

[0053] The control module 220 is used to control the vehicle to travel along a planned path. Specifically, the control module 220 includes a steering wheel desired angle calculation module 221, a direct yaw moment calculation module 222, and a drive / braking force determination module 223. The steering wheel desired angle calculation module 221 determines the angle the steering wheel needs to turn within a pre-aiming time period when the vehicle is traveling along the planned path, based on the planned path and vehicle speed. The direct yaw moment calculation module 222 calculates an additional yaw moment when the required steering wheel angle within the pre-aiming time period is greater than or equal to an angle threshold, and inputs this additional yaw moment to the drive / braking force determination module 223. The drive / braking force determination module 223 can determine the braking force that needs to be applied to the wheels based on the additional yaw moment. In some implementations, the drive / braking force determination module 223 can also determine an additional driving force based on the braking force, which is used to prevent the vehicle speed from being affected by the braking force. Furthermore, the control module 220 can input the desired steering wheel angle and / or braking force to the actuator 230. When actuator 230 applies the desired steering angle and / or braking force, the vehicle is able to travel along the planned path.

[0054] It should be understood that the above system is only an example. In actual applications, modules in the above system may be added or removed according to actual needs. For example, the path planning module 210 and the control module 220 can be merged into one module.

[0055] Figure 3 shows a schematic diagram of the braking and drive systems of the vehicle involved in this application. As shown in Figure 3, the drive system is a front and rear distributed dual drive motor system, which may include: a main control module 310, a motor control module 321, a drive motor 331 (or front axle motor), a drive shaft 341, a motor control module 322, a drive motor 332 (or rear axle motor), and a drive shaft 342. The main control module 310 is connected to the motor control module 321 and the motor control module 322 via a communication network. The motor control module 321 is electrically connected to the drive motor 331, the drive motor 331 is electrically connected to the drive shaft 341, the motor control module 322 is electrically connected to the drive motor 332, and the drive motor 332 is electrically connected to the drive shaft 342. For example, the main control module 310 can determine the drive torque allocated to the motor control modules (321, 322) based on the vehicle's real-time driving parameters, and send the drive torque information to the motor control modules (321, 322) via a communication network. This communication network may include a controller area network (CAN), a controller area network-flexible data (CAN-FD) network, etc. Based on the received drive torque information, the motor control module 321 controls the drive motor 331 to provide driving force to the vehicle's front wheels via the drive shaft 341, and the motor control module 322 controls the drive motor 332 to provide driving force to the vehicle's rear wheels via the drive shaft 342. Furthermore, the drive motors 331 and 332 can also output negative drive torque, the direction of which is opposite to the vehicle's driving direction, thereby providing braking force to the corresponding wheels.

[0056] The braking system in Figure 3 may include a brake control module 350, brake calipers, brake friction discs, brake wheel cylinders, and brake fluid lines. The brake control module 350 is connected to the main control module 310 via a communication network. The brake control module 350 can be an integrated brake booster, which may include an electronic control unit, a master cylinder, a booster module (such as a motor), and a push rod mechanism. When the main control module 310 determines that vehicle braking is required, it sends a braking command to the brake control module 350. The electronic control unit determines the booster module's required assistance based on the braking command and applies this assistance to the master cylinder. Brake fluid in the master cylinder is forced into the brake fluid lines and flows to the wheel cylinders. The increased brake fluid pressure in the wheel cylinders pushes the brake calipers, causing them to contact the corresponding brake friction discs, thereby braking the corresponding wheels. The braking system may also include inlet and outlet valves to regulate the brake fluid pressure in individual wheel cylinders, thereby regulating the braking force applied to individual wheels.

[0057] Furthermore, Figure 3 may also include a steering control module, which can control the rotation angle of the two front wheels of the vehicle through the steering mechanism. More specifically, the steering control module is connected to the main control module 310 via a communication network, and the steering control module determines the actuation amount of the steering mechanism based on the steering commands from the main control module 310, thereby controlling the rotation angle of the front wheels.

[0058] It should be noted that the system shown in Figure 3 is only an example. In actual implementation, the steering assist control scheme provided in this application can also be applied to a front single-drive system (i.e., only one drive motor is included, and the drive motor is used to drive the two front wheels), a rear single-drive system (i.e., only one drive motor is included, and the drive motor is used to drive the two rear wheels), a three-drive system (i.e., including three drive motors, one drive motor is used to drive the two front wheels, and the other two drive motors drive the two rear wheels respectively), and a four-drive system (i.e. including four drive motors, and each drive motor is used to drive one of the four wheels).

[0059] In some implementations, the main control module 310 can be a computing platform 150, or the main control module 310 can also be a control module 220.

[0060] Figure 4 illustrates an application scenario of the steering assist control scheme provided in this application embodiment. As shown in Figure 4, when the vehicle is in autonomous driving mode, it travels along a straight line or a path with small curvature between position ① and position ②. By adjusting the steering wheel angle, the vehicle can be controlled to travel along the planned path, as shown in the left figure of Figure 5. During this period, the stability of the vehicle body can be controlled based on the electronic stability program (ESP). When the vehicle reaches position ②, due to obstacle avoidance requirements or road structure, it may be necessary to apply a steering torque to the vehicle to rotate counterclockwise so that the vehicle can travel to position ③. During this process, the vehicle may not be able to travel along the planned path because the steering wheel angle or speed may not reach the desired value, as shown in the right figure of Figure 5 and Figure 6. In this case, a yaw moment can be applied to the vehicle based on the steering assist control scheme provided in this application embodiment so that the vehicle can travel along the planned path. During the vehicle's return-to-center process after steering (e.g., from position ③ to position ④), the steering wheel angle or speed may still not reach the desired value. In such cases, yaw moment can be applied to the vehicle to ensure it follows the planned path. After the vehicle is straightened, during the journey from position ④ to position ⑤, due to the smaller curvature of the path, adjusting the steering wheel angle allows control to maintain the planned path. During this period, ESP can still be used to maintain vehicle stability.

[0061] The above describes the system and application scenarios provided by the embodiments of this application. The steering assist control method provided by the embodiments of this application is described in detail below.

[0062] Figure 7 shows a schematic flowchart of a steering assist control method provided in an embodiment of this application. The method can be executed by the vehicle 100 shown in Figure 1 or by the control module 220 shown in Figure 2. The method 400 includes some or all of the steps in S401 to S406.

[0063] S401, Obtain route information, which indicates the planned route for vehicles within a future time period.

[0064] For example, the starting point for the future duration can be the current time, and the future duration can be between 3 and 5 minutes, or it can be any other duration. Path information can be the driving path planned by the vehicle from its current location to the target location based on information such as road structure (e.g., road boundaries, lane boundaries), obstacles, etc., perceived by the vehicle. The target location can be the destination of the vehicle's current journey, or it can be a location that needs to be passed through during the journey to the destination.

[0065] S402, determine the steering wheel angle and / or rotational speed of the vehicle based on the curvature and / or rate of change of curvature of the planned path and the vehicle's speed.

[0066] In some implementations, the steering wheel angle of the vehicle within the pre-aiming time is determined based on the curvature of a planned path within the pre-aiming time and the vehicle's speed. The pre-aiming time is a duration calculated from the current moment; for example, the pre-aiming time can be a duration between 3 and 5 seconds, or it can be any other duration.

[0067] For example, the steering wheel speed can be determined based on the following formula (1): ω=v x ·cur=v x ·tan (γ / L); (1)

[0068] Where ω is the yaw rate of the vehicle, v x Let γ be the longitudinal velocity of the vehicle, cur be the curvature of the planned path, and γ be the wheel steering angle. According to formula (1), the relationship between the tire steering angle and the curvature of the planned path can be obtained as follows: γ = L·arctan(cur); (2)

[0069] It is understandable that the product of the wheel steering angle γ during the pre-aiming time and the steering wheel / wheel transmission coefficient ratio n is the steering wheel angle. In some implementations, the ratio of the steering wheel rotation angle to the pre-aiming time is the steering wheel speed. In other implementations, the wheel steering speed can be obtained by calculating the derivative of the wheel steering angle γ with respect to time using formula (2), and the product of the vehicle steering speed and the steering wheel / wheel transmission coefficient ratio n is the steering wheel speed.

[0070] For example, taking cur as the quantity by which the curvature of the planned path changes with time, the derivative of the wheel steering angle γ with respect to time... It can be as shown in formula (3). For example, cur can be determined based on the curvature of the planned path as a function of position and the speed of the vehicle.

[0071] In some other implementations, the curvature and / or rate of change of curvature of the planned path can be input into the vehicle's two-degree-of-freedom vehicle dynamics model to determine the required steering wheel angle within the aiming time; or the required steering wheel angle within the aiming time can be determined in other ways.

[0072] S403 determines whether the steering wheel angle or speed is limited.

[0073] For example, it is determined whether the desired angle that the steering wheel needs to turn within the preview time is greater than or equal to the angle threshold. If it is greater than or equal to the angle threshold, it is determined that the steering wheel angle or speed is limited, and S404 is executed; otherwise, it is determined that the steering wheel angle or speed is not limited, and then the vehicle is laterally controlled by front wheel steering.

[0074] In some implementations, when the vehicle is laterally controlled by front-wheel steering, the ESP function can ensure the vehicle's stability.

[0075] It should be noted that the lateral and longitudinal directions involved in this application can be determined relative to the vehicle's driving direction or the vehicle's coordinate system. For example, the longitudinal direction can be parallel to the vehicle's driving direction, and the lateral direction can be perpendicular to the vehicle's driving direction; another example is that the longitudinal direction can be parallel to the X-axis of the vehicle's coordinate system, and the lateral direction can be parallel to the Y-axis of the vehicle's coordinate system. It should also be noted that the origin O of the vehicle coordinate system can be located at the projection point of the rear axle center of the vehicle onto the ground, and the positive directions of the X and Z axes can be the direction of the vehicle's front end and the direction perpendicular to the vehicle's plane, respectively.

[0076] S404 determines the additional yaw moment of the vehicle.

[0077] In some implementations, the additional yaw torque can be determined based on the difference between the desired angle that the steering wheel needs to rotate within the aiming time and the turning angle threshold.

[0078] For example, Figure 8 shows a schematic diagram of a two-degree-of-freedom vehicle dynamics model provided in an embodiment of this application. Based on the model shown in Figure 8, the vehicle's dynamic equations satisfy the following formulas (4) to (8):

[0079] ma y =F yr cosδ r +F yf csoδ f (4)

[0080] The forces acting on the vehicle along the Y-axis of the vehicle coordinate system satisfy formula (4), where m is the mass of the vehicle, and F... yr and F yf The lateral force exerted by the ground on the rear wheel and the lateral force exerted by the ground on the front wheel, respectively, a y Let δ be the lateral acceleration at the vehicle's center of mass. r and δ fThese are the rear wheel steering angle and the front wheel steering angle of the vehicle, respectively.

[0081] lateral acceleration a of the vehicle y Satisfying formula (5), a y It consists of the following two parts: the acceleration generated by the vehicle's lateral motion along the Y-axis of the vehicle coordinate system. and the centripetal acceleration generated by the vehicle's yaw motion. v x Let X be the component of the vehicle speed along the X-axis in the vehicle coordinate system. The yaw angle of the vehicle. for The derivative with respect to time is the yaw rate ω of the vehicle. f and α r These are the slip angles of the front and rear wheels, respectively. The slip angle of each wheel is the wheel rotation angle minus the difference between the tire velocity direction and the angle between the vehicle's longitudinal axis (i.e., the X-axis of the vehicle coordinate system). The lateral force F yf and F yr The relationship between C and the sideslip angle satisfies formulas (6) and (7), respectively. Where, C αf and C αr These are the lateral stiffness of the front and rear wheels, respectively.

[0082] Formula (8) is the torque balance equation of the vehicle about the Z-axis of the vehicle coordinate system, where, for The second derivative with respect to time, where I is the vehicle's moment of inertia, and ΔM... z To add yaw moment.

[0083] For example, taking a vehicle that relies on the front wheels for steering while the rear wheel steering angle remains unchanged, then the aforementioned δ f It is always zero; δ will be used to represent δ below. r Combining formulas (4) to (8), we can obtain the following formula (9):

[0084] Understandable, The desired yaw rate of the vehicle can be determined based on the curvature or rate of change of curvature of the planned path. Solving this formula (9) yields the angle that the front wheels of the vehicle need to rotate during the preview time, as well as the additional yaw moment ΔM that needs to be applied to the vehicle. z In one example, the angle by which the vehicle's front wheels need to rotate during the aiming time can be determined based on the aforementioned steering wheel torque threshold, and then the additional yaw moment ΔM can be determined based on this threshold. zIn another example, equation (9) can be solved using model predictive control (MPC) to obtain the angle at which the front wheels of the vehicle need to rotate during the anticipation period, as well as the additional yaw moment ΔM. z .

[0085] In some implementations, the angle by which the vehicle's front wheels need to rotate during the preview period is determined based on MPC, as well as the additional yaw moment ΔM. z In this case, the output of MPC can be optimized using the lateral tracking deviation, heading tracking deviation, and vehicle lateral acceleration deviation of the planned path. The lateral tracking deviation is the difference between the vehicle's actual position and the corresponding position on the planned path; the heading tracking deviation is the difference between the vehicle's actual heading angle and the planned heading angle; and the vehicle lateral acceleration deviation is the difference between the vehicle's actual lateral acceleration and the planned lateral acceleration.

[0086] S405, determine the target braking force based on the additional yaw moment.

[0087] For example, the relationship between the additional yaw moment and the target braking force satisfies the following formula (10):

[0088] Among them, T x Let r be the braking torque (i.e., the target braking force) applied to the inner wheel corresponding to the direction of rotation, where r is the wheel radius. This refers to the additional yaw acceleration caused by the additional yaw moment. For example, consider applying a target braking force to the inner rear wheel corresponding to the direction of rotation. Taking the application of a target braking force to the inner front wheel corresponding to the direction of rotation as an example, B = L, where L is the wheel track.

[0089] In some implementations, excessive additional yaw moment may result in a large additional yaw rate, affecting vehicle stability. Therefore, in determining the additional yaw moment, the final additional yaw moment applied to the vehicle can be determined based on the yaw rate gain generated by the additional yaw moment. For example, the yaw rate gain generated by the additional yaw moment can satisfy the following formula (11):

[0090] For example, the final additional yaw moment applied to the vehicle must satisfy Δω / δ being less than or equal to the gain threshold. In some implementations, if it is determined that Δω / δ is greater than the gain threshold, the target braking force applied to the vehicle is stopped, and the vehicle can be controlled to decelerate, thereby improving the vehicle's stability and its ability to follow the planned path.

[0091] S406 controls the vehicle to apply the target braking force.

[0092] In some implementations, while controlling the vehicle to perform the target braking force, the vehicle's steering wheel is controlled to rotate at the maximum speed, or the vehicle's steering wheel is controlled to rotate at the speed determined in S404.

[0093] The steering assist control method provided in this application can expand the capability boundary of a vehicle in autonomous driving mode, improve the vehicle's steering ability in emergency steering situations (such as sharp turns or emergency steering to avoid obstacles), thereby improving the reliability and safety of the vehicle.

[0094] Figure 9 shows another schematic flowchart of the steering assist control method provided in this application embodiment. This method can be executed by the vehicle 100 shown in Figure 1, or by the control module 220 shown in Figure 2. The method 1000 includes:

[0095] S1010, acquire path information and vehicle status information. The path information indicates the curvature and rate of change of curvature of the planned path from the current position of the vehicle to the target position. The vehicle status information indicates the current speed and position of the vehicle.

[0096] For example, the path information can be the path information in method 400, or the path information can be other information indicating the planned path.

[0097] S1020, when the path information indicates that the vehicle needs to turn in the first direction, the vehicle's drive and braking system is controlled to apply a first braking force to the first side wheel according to the vehicle status information. The first side wheel is at least one wheel of the vehicle located inside the first direction.

[0098] For example, if the first direction is the left side of the vehicle, then the first side wheels include at least one wheel on the left side of the vehicle; if the first direction is the right side of the vehicle, then the first side wheels include at least one wheel on the right side of the vehicle. The left and right sides can be defined relative to the vehicle's coordinate system; for example, the positive direction of the Y-axis of the vehicle coordinate system is the left side of the vehicle, and the negative direction of the Y-axis is the right side of the vehicle. The first braking force can be the sum of braking forces applied to at least one wheel.

[0099] In some implementations, S1020 can be further refined as follows: when the curvature of the planned path is greater than or equal to the curvature threshold, or the rate of change of the curvature of the planned path is greater than or equal to the rate of change threshold, the first braking force is determined based on the vehicle state information, and the drive and braking system is controlled to apply the first braking force to the first side wheel.

[0100] For example, the curvature threshold can be 2cm. -1 Up to 2.5cm -1 Alternatively, the curvature threshold can be other values; the rate of change threshold can be 0.2cm.-1 / m to 0.4cm -1 / m, or the rate of change threshold can be other values.

[0101] In some other implementations, S1020 can be further refined as follows: based on vehicle status information and path information, determine the desired steering angle information, which indicates the first angle by which the vehicle's steering wheel needs to be turned in the first direction within the pre-aiming time; when the first angle indicated by the desired steering angle information is greater than or equal to a first threshold, determine an additional yaw moment based on the first angle; and based on the additional yaw moment, control the drive and braking system to apply a first braking force to the first side wheel.

[0102] For example, the pre-aiming duration can be one of 3 to 5 seconds, or it can be any other duration. More specifically, the specific implementation of determining the first angle and the additional yaw moment can be found in the description of method 400, and will not be repeated here.

[0103] In one example, taking a four-wheeled motor vehicle as an example, and the first side wheel as an example, the first braking force can be applied to the single wheel. The first braking force can include the target braking force in method 400. The specific implementation of determining the first braking force can be referred to the description in S405, which will not be repeated here.

[0104] In another example, still taking a four-wheeled motor vehicle as an example, if the first side wheel includes the front and rear wheels of the first side, then the braking force applied to the front and rear wheels can cause the vehicle to generate an additional yaw moment that makes the vehicle travel along the planned path.

[0105] In some implementations, the steering wheel is controlled to rotate a second angle in a first direction within a first duration, where the first duration is less than or equal to the pre-aiming duration and the second angle is less than or equal to a first threshold.

[0106] For example, the specific implementation of the second angle can be referred to the description in S404, which will not be described here.

[0107] In some implementations, the method further includes: determining the yaw rate gain generated by the additional yaw moment based on the additional yaw moment; controlling the vehicle's drive and braking system to apply a first braking force to the first wheel, including: controlling the drive and braking system to apply the first braking force to the first wheel when the yaw rate gain is less than or equal to a second threshold.

[0108] For example, the second threshold can be the gain threshold in S405, which can be a value between 2° and 4°, or the second threshold can be other values. For a more specific implementation of determining the yaw rate gain, please refer to the description in S405, which will not be repeated here.

[0109] In some implementations, when applying a first braking force to the first wheel, if the duration for which the yaw rate gain is greater than a second threshold is greater than a duration threshold, the application of braking force to the first wheel is stopped. For example, the duration threshold can be a value between 1 second and 1.5 seconds, or it can be any other value.

[0110] In addition, while ceasing to apply braking force to the first wheel, the vehicle is controlled to decelerate in order to improve vehicle stability and adherence to the planned path.

[0111] In some implementations, an additional driving force is determined based on the first braking force and the desired speed of the vehicle; the vehicle's drive system is controlled to apply the additional driving force to the front and / or rear wheels of the vehicle.

[0112] It should be noted that the additional driving force is the sum of the driving forces applied to the front wheels and / or rear wheels of the vehicle, and the additional driving force components of the left and right front wheels are equal, and / or the additional driving force components of the left and right rear wheels are equal. For example, the additional driving force F AD To apply force to the front wheels of the vehicle, the drive system is controlled to apply 1 / 2F to the left and right front wheels respectively. AD For example, the additional driving force F AD To apply force to the front and rear wheels of the vehicle, the drive system is controlled to apply 1 / 2F to the left and right front wheels respectively. AD ', and apply 1 / 2F to the left and right rear wheels of the vehicle respectively. AD ", of which F AD 'and F AD The sum of ' is F AD .

[0113] In some other implementations, when the curvature of the planned path is small, the desired yaw moment to be applied to the vehicle can be determined based on the planned path, and braking force can be applied to the first wheel of the vehicle to make the yaw moment reach the desired yaw moment. That is, for the application scenario shown in the left side of Figure 5, the vehicle is not controlled by controlling the steering wheel, but by applying braking force to the left wheel of the vehicle to control the vehicle to travel along the planned path.

[0114] It should be noted that the braking force applied to the wheels in the embodiments of this application can be achieved through the vehicle's braking system or through the vehicle's drive system. For example, applying a force opposite to the driving force that drives the vehicle to travel to the first wheel can achieve a braking effect.

[0115] In the steering assist control method provided in this application embodiment, when the vehicle needs to turn, braking force is applied to the inner wheel on the turning side of the vehicle to compensate for the steering wheel angle. When the turning angle required by the vehicle is small, the steering wheel does not need to be turned or only needs to be turned by a small angle, reducing the range of steering wheel rotation during autonomous driving and helping to improve the driver's driving experience. When the turning angle required by the vehicle is too large, making it impossible to control the vehicle to travel along the planned path by turning the steering wheel, the braking force applied to the inner wheel on the turning side of the vehicle can improve the vehicle's following ability of the planned path, thereby improving the reliability and safety of the vehicle.

[0116] In the various embodiments of this application, unless otherwise specified or in case of logical conflict, the terminology and / or descriptions between the various embodiments are consistent and can be referenced by each other. Technical features in different embodiments can be combined to form new embodiments according to their inherent logical relationships.

[0117] The methods provided by the embodiments of this application have been described in detail above with reference to Figures 1 to 9. The apparatus provided by the embodiments of this application will now be described in detail with reference to Figures 10 and 11. It should be understood that the descriptions of the apparatus embodiments correspond to the descriptions of the method embodiments; therefore, any content not described in detail can be referred to the method embodiments above, and for the sake of brevity, will not be repeated here.

[0118] Figure 10 shows a schematic block diagram of a steering assist control device 2000 provided in an embodiment of this application. The device 2000 may include units for executing the methods described in the foregoing embodiments. Furthermore, each unit in the device 2000 implements a corresponding process of the above method embodiments. The device 2000 includes an acquisition unit 2010, which can be used to implement corresponding data acquisition or transmission / reception functions. The device 2000 also includes a processing unit 2020, which can be used to implement corresponding processing functions.

[0119] Optionally, the device 2000 further includes a storage unit, which can be used to store instructions and / or data. The processing unit 2020 can read the instructions and / or data in the storage unit so that the device can perform the relevant actions in the aforementioned method embodiments.

[0120] It should be understood that the specific process of each unit performing the above-mentioned corresponding steps has been described in detail in the above method embodiments, and will not be repeated here for the sake of brevity.

[0121] It should also be understood that the device 2000 described herein is embodied in the form of a functional unit. The terms “module” or “unit” may refer to application-specific ASICs, electronic circuits, processors (e.g., shared processors, proprietary processors, or group processors) and memory for executing one or more software or firmware programs, integrated logic circuits, and / or other suitable components that support the described functions.

[0122] The apparatuses described above have the function of implementing the corresponding steps in the methods described above. These functions can be implemented in hardware or by hardware executing corresponding software. The hardware or software includes one or more modules corresponding to the functions described above; for example, the acquisition unit 2010 can be replaced by a transceiver, and other units, such as the processing unit, can be replaced by a processor, used to execute the relevant processing operations in each method embodiment.

[0123] Exemplarily, the acquisition unit 2010 and processing unit 2020 can be disposed in the vehicle 100 shown in FIG. 1, or they can also be disposed in the system shown in FIG. 2. More specifically, the acquisition unit 2010 and processing unit 2020 can be disposed in the control module 220. Exemplarily, the operations performed by the acquisition unit 2010 and processing unit 2020 can be performed by a single processor, or they can be performed by different processors. In specific implementation, the one or more processors can be processors disposed in the vehicle 100 shown in FIG. 1; or, the device 2000 can be a chip disposed in the vehicle 100.

[0124] In the specific implementation process, the units in the above device can be fully or partially integrated together, or they can be implemented independently. In one implementation, these units are integrated together and implemented in the form of a system-on-a-chip (SoC).

[0125] Figure 11 is another schematic block diagram of the steering assist control device provided in an embodiment of this application. The device 2100 shown in Figure 11 may include a processor 2110, a transceiver 2120, and a memory 2130. The processor 2110, transceiver 2120, and memory 2130 are connected via internal interconnection paths. The memory 2130 is used to store instructions, and the processor 2110 is used to execute the instructions stored in the memory 2130 to implement the methods in the above embodiments. Optionally, the memory 2130 may be coupled to the processor 2110 via an interface or integrated with the processor 2110.

[0126] It should be noted that the transceiver 2120 mentioned above may include, but is not limited to, transceiver devices such as input / output interfaces, to realize communication between device 2100 and other devices or communication networks.

[0127] Memory 2130 can be volatile memory and / or non-volatile memory. Non-volatile memory can be read-only memory (ROM), programmable read-only memory (PROM), erasable programmable read-only memory (EPROM), electrically erasable programmable read-only memory (EEPROM), or flash memory. Volatile memory can be random access memory (RAM). For example, RAM can be used as an external cache. By way of example and not limitation, RAM includes a variety of forms such as: static random access memory (SRAM), dynamic random access memory (DRAM), synchronous dynamic random access memory (SDRAM), double data rate synchronous dynamic random access memory (DDR SDRAM), enhanced synchronous dynamic random access memory (ESDRAM), synchronous linked dynamic random access memory (SLDRAM), and direct rambus RAM (DR RAM).

[0128] Transceiver 2120 uses transceiver devices, such as but not limited to transceivers, to enable communication between device 2100 and other devices or communication networks to receive / send data / information for implementing the methods in the above embodiments.

[0129] This application also provides an intelligent driving device, which includes the device 2000 or device 2100 in the above embodiments.

[0130] This application also provides a computer program product, which includes computer program code. When the computer program code is run on a computer, it causes the computer to implement the methods described in the above embodiments of this application.

[0131] This application also provides a computer-readable storage medium storing computer instructions that, when executed on a computer, cause the computer to implement the methods described in the above embodiments of this application.

[0132] This application also provides a chip, including circuitry, for performing the methods described in the above embodiments of this application.

[0133] Those skilled in the art will understand that, for the sake of convenience and brevity, the specific working processes of the systems, devices, and units described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here.

[0134] In the description of the embodiments of this application, unless otherwise stated, " / " means "or", for example, A / B can mean A or B; "and / or" in this document describes the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. In this application, "at least one" means one or more, and "more" means two or more. "At least one of the following" or similar expressions refer to any combination of these items, including any combination of single or multiple items. For example, at least one of a, b, or c can represent: a, b, c, ab, ac, bc, or abc, where a, b, and c can be single or multiple.

[0135] The use of prefixes such as "first" and "second" in this application embodiment is solely for distinguishing different descriptive objects and does not limit the position, order, priority, quantity, or content of the described objects. The use of ordinal numbers and other prefixes to distinguish descriptive objects in this application embodiment does not constitute a limitation on the described objects. The description of the described objects is found in the claims or the context of the embodiments, and the use of such prefixes should not constitute unnecessary restrictions.

[0136] In the several embodiments provided in this application, it should be understood that the disclosed systems, apparatuses, and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between apparatuses or units may be electrical, mechanical, or other forms.

[0137] In the various embodiments of this application, unless otherwise specified or in case of logical conflict, the terminology and / or descriptions between the various embodiments are consistent and can be referenced by each other. Technical features in different embodiments can be combined to form new embodiments according to their inherent logical relationships.

[0138] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0139] In addition, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit.

[0140] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A steering assist control method, characterized in that, include: Obtain path information and vehicle status information. The path information indicates the curvature and rate of change of curvature of the planned path from the current position of the vehicle to the target position. The vehicle status information indicates the current speed and pose of the vehicle. When the path information indicates that the vehicle needs to turn in the first direction, the vehicle's drive and braking system is controlled to apply a first braking force to the first side wheel according to the vehicle status information. The first side wheel is at least one wheel of the vehicle located inside the first direction.

2. The method according to claim 1, characterized in that, The step of controlling the vehicle's drive and braking system to apply a first braking force to the first wheel side based on the vehicle status information includes: When the curvature of the planned path is greater than or equal to a curvature threshold, or the rate of change of the curvature of the planned path is greater than or equal to a rate of change threshold, the first braking force is determined based on the vehicle state information, and the drive braking system is controlled to apply the first braking force to the first side wheel.

3. The method according to claim 1 or 2, characterized in that, The drive and braking system that controls the vehicle applies a first braking force to the first side wheel, including: Based on the vehicle status information and the path information, the desired turning angle information is determined, which indicates the first angle by which the vehicle's steering wheel needs to be turned in the first direction within the pre-aiming time. When the first angle indicated by the desired angle information is greater than or equal to a first threshold, an additional yaw moment is determined based on the first angle. Based on the additional yaw moment, the drive-braking system is controlled to apply the first braking force to the first side wheel.

4. The method according to claim 3, characterized in that, The method further includes: The steering wheel is controlled to rotate a second angle in the first direction within a first duration, wherein the first duration is less than or equal to the pre-aiming duration, and the second angle is less than or equal to the first threshold.

5. The method according to claim 3 or 4, characterized in that, The method further includes: Based on the additional yaw moment, determine the yaw rate gain generated by the additional yaw moment; The drive and braking system that controls the vehicle applies a first braking force to the first side wheel, including: When the yaw rate gain is less than or equal to the second threshold, the drive-braking system is controlled to apply the first braking force to the first side wheel.

6. The method according to any one of claims 1 to 5, characterized in that, The method further includes: Based on the first braking force and the desired speed of the vehicle, determine the additional driving force; The vehicle's drive system is controlled to apply the additional driving force to the front and / or rear wheels of the vehicle.

7. A steering assist control device, characterized in that, include: The acquisition unit is used to acquire path information and vehicle status information. The path information indicates the curvature and rate of change of curvature of the planned path from the current position of the vehicle to the target position, and the vehicle status information indicates the current speed and pose of the vehicle. The processing unit is configured to, when the path information indicates that the vehicle needs to turn in a first direction, control the vehicle's drive and braking system to apply a first braking force to a first side wheel based on the vehicle status information, wherein the first side wheel is at least one wheel of the vehicle located inside the first direction.

8. The apparatus according to claim 7, characterized in that, The processing unit is used for: When the curvature of the planned path is greater than or equal to a curvature threshold, or the rate of change of the curvature of the planned path is greater than or equal to a rate of change threshold, the first braking force is determined based on the vehicle state information, and the drive braking system is controlled to apply the first braking force to the first side wheel.

9. The apparatus according to claim 7 or 8, characterized in that, The processing unit is used for: Based on the vehicle status information and the path information, the desired turning angle information is determined, which indicates the first angle by which the vehicle's steering wheel needs to be turned in the first direction within the pre-aiming time. When the first angle indicated by the desired angle information is greater than or equal to a first threshold, an additional yaw moment is determined based on the first angle. Based on the additional yaw moment, the drive-braking system is controlled to apply the first braking force to the first side wheel.

10. The apparatus according to claim 9, characterized in that, The processing unit is also used for: The steering wheel is controlled to rotate a second angle in the first direction within a first duration, wherein the first duration is less than or equal to the pre-aiming duration, and the second angle is less than or equal to the first threshold.

11. The apparatus according to claim 9 or 10, characterized in that, The processing unit is also used for: Based on the additional yaw moment, determine the yaw rate gain generated by the additional yaw moment; When the yaw rate gain is less than or equal to the second threshold, the drive-braking system is controlled to apply the first braking force to the first side wheel.

12. The apparatus according to any one of claims 7 to 11, characterized in that, The processing unit is also used for: Based on the first braking force and the desired speed of the vehicle, determine the additional driving force; The vehicle's drive system is controlled to apply the additional driving force to the front and / or rear wheels of the vehicle.

13. A steering assist control device, characterized in that, include: A processor for executing a computer program stored in memory to cause the apparatus to perform the method as described in any one of claims 1 to 6.

14. A computer-readable storage medium, characterized in that, It stores instructions that, when executed by a processor, implement the method as described in any one of claims 1 to 6.

15. A chip, characterized in that, The chip includes circuitry for performing the method as described in any one of claims 1 to 6.

16. A computer program product, characterized in that, The computer program product includes: computer program code, which, when executed by a processor, implements the method as described in any one of claims 1 to 6.

17. A vehicle, characterized in that, Includes the apparatus as described in any one of claims 7 to 13, or the computer-readable storage medium as described in claim 14, or the chip as described in claim 15, or the vehicle is equipped with the computer program product as described in claim 16.

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