CN115465259A

CN115465259A - Steering control method, device, vehicle and storage medium

Info

Publication number: CN115465259A
Application number: CN202211265458.0A
Authority: CN
Inventors: 王书豪
Original assignee: FAW Group Corp
Current assignee: FAW Group Corp
Priority date: 2022-10-17
Filing date: 2022-10-17
Publication date: 2022-12-13

Abstract

The invention discloses a steering control method, a steering control device, a vehicle and a storage medium. Entering an assisted steering mode upon detection of an assisted steering mode activation signal; the steering wheel turning angle is detected in real time, the clamping strategy of the inner rear wheel is determined according to the detected steering wheel turning angle and the corresponding relation between the turning angle and the clamping strategy, and the parking braking unit is controlled by the braking control unit to execute the clamping operation corresponding to the clamping strategy on the inner rear wheel so as to increase the slip rate of the inner rear wheel and reduce the turning radius of the vehicle. The steering control method realizes the control of the clamping force of the rear wheel at the inner side of the turn according to the steering wheel angle, controls the slip ratio of the rear wheel at the inner side, further reduces the turning radius of the vehicle and improves the trafficability characteristic of the vehicle.

Description

Steering control method, device, vehicle and storage medium

Technical Field

The present invention relates to the field of vehicle control technologies, and in particular, to a steering control method and apparatus, a vehicle, and a storage medium.

Background

Off-road vehicle can meet narrow road surfaces such as muddy road surface, river limit when open air is cross-country, and vehicle turning radius probably can't satisfy vehicle turn or the demand of turning around, consequently needs reduce the turning radius of vehicle as far as possible.

Currently, when a commercial off-road vehicle equipped with a turning radius reduction function is used, the turning radius reduction is realized by individually braking the rear wheels at the inner side of the turning vehicle through an Electronic Speed Control (ESC) brake hydraulic Control unit. However, this auxiliary steering control method requires the electronic stability control system to continuously work under the condition of activated function to build up the brake pressure, and during the pressure building process, the plunger pump and the motor generate large noise and vibration which are directly transmitted to the cockpit. Moreover, because the brake pedal and the ESC are in a non-decoupling relationship, the phenomenon of brake pedal springing is inevitably generated during hydraulic control, and the Noise, vibration and Harshness (NVH) of the whole vehicle can affect the bad experience of the driver. In addition, the ESC may occupy a hydraulic control state of the electronic stability control system after entering the brake-assisted steering control mode to affect activation of other auxiliary functions (VAF), such as steep descent, automatic parking, hill hold, and the like, which may bring a certain risk to driving safety.

Disclosure of Invention

The invention provides a steering control method, a steering control device, a vehicle and a storage medium, which aim to solve the problems that an ESC unit generates larger noise and vibration and occupies a hydraulic brake control loop when an auxiliary vehicle turns in the conventional steering control method.

According to an aspect of the present invention, there is provided a steering control method, including:

entering an auxiliary steering mode upon detection of an auxiliary steering mode activation signal;

the steering wheel turning angle is detected in real time, the clamping strategy of the inner rear wheel is determined according to the detected steering wheel turning angle and the corresponding relation between the turning angle and the clamping strategy, and the parking braking unit is controlled by the braking control unit to execute the clamping operation corresponding to the clamping strategy on the inner rear wheel so as to increase the slip rate of the inner rear wheel and reduce the turning radius of the vehicle.

According to another aspect of the present invention, there is provided a steering control apparatus including:

the auxiliary steering activation module is used for entering an auxiliary steering mode when the auxiliary steering mode activation signal is detected;

the auxiliary steering control module is used for detecting the steering wheel angle in real time, determining the clamping strategy of the inner rear wheel according to the detected steering wheel angle, the corresponding relation between the steering angle and the clamping strategy, and controlling the parking braking unit to execute the clamping operation corresponding to the clamping strategy on the inner rear wheel through the braking control unit to increase the slip rate of the inner rear wheel so as to reduce the turning radius of the vehicle.

According to another aspect of the present invention, there is provided a vehicle characterized by comprising:

a steering wheel;

wheels, including inboard rear wheels when turning;

an auxiliary steering mode switch for generating an auxiliary steering mode activation signal when turned on;

an angle sensor for detecting a steering wheel angle;

a parking brake unit for performing a clamping operation on the inner rear wheel;

a brake control unit for controlling the parking brake unit;

at least one processor; and

a memory communicatively coupled to the at least one processor; wherein the content of the first and second substances,

the memory stores a computer program executable by the at least one processor, the computer program being executable by the at least one processor to enable the at least one processor to perform a steering control method according to any of the embodiments of the invention.

According to another aspect of the present invention, there is provided a computer-readable storage medium storing computer instructions for causing a processor to implement a steering control method according to any one of the embodiments of the present invention when the computer instructions are executed.

According to the technical scheme of the embodiment of the invention, when the auxiliary steering mode activation signal is detected, the auxiliary steering mode is entered; the steering wheel turning angle is detected in real time, the clamping strategy of the inner rear wheel is determined according to the detected steering wheel turning angle and the corresponding relation between the turning angle and the clamping strategy, and the parking braking unit is controlled by the braking control unit to carry out clamping operation corresponding to the clamping strategy on the inner rear wheel so as to increase the slip rate of the inner rear wheel and reduce the turning radius of the vehicle. The steering control method realizes the control of the clamping force of the rear wheel at the inner side of the turn according to the steering wheel angle so as to control the slip ratio of the rear wheel at the inner side, further reduce the turning radius of the vehicle and improve the trafficability of the vehicle. In addition, the clamping force is applied to the rear wheel instead of the hydraulic control of the braking pressure of the rear wheel, so that the noise and vibration generated during turning control are avoided, meanwhile, the situation of occupying a hydraulic braking control loop is also avoided, and the safety and the comfort of drivers and passengers are improved.

It should be understood that the statements in this section do not necessarily identify key or critical features of the embodiments of the present invention, nor do they necessarily limit the scope of the invention. Other features of the present invention will become apparent from the following description.

Drawings

In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings required to be used in the description of the embodiments are briefly introduced below, and it is obvious that the drawings in the description below are only some embodiments of the present invention, and it is obvious for those skilled in the art that other drawings can be obtained according to the drawings without creative efforts.

Fig. 1 is a flowchart of a steering control method according to an embodiment of the present invention;

FIG. 2 is a flow chart of another steering control method according to a second embodiment of the present invention;

fig. 3 is a schematic structural diagram of a steering control device according to a third embodiment of the present invention;

fig. 4 is a schematic structural diagram of a vehicle implementing the fourth embodiment of the present invention.

Detailed Description

In order to make the technical solutions of the present invention better understood, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be obtained by a person skilled in the art without making any creative effort based on the embodiments in the present invention, shall fall within the protection scope of the present invention.

It should be noted that the terms "first," "second," and the like in the description and claims of the present invention and in the drawings described above are used for distinguishing between similar elements and not necessarily for describing a particular sequential or chronological order. It is to be understood that the data so used is interchangeable under appropriate circumstances such that the embodiments of the invention described herein are capable of operation in sequences other than those illustrated or described herein. Moreover, the terms "comprises," "comprising," and "having," and any variations thereof, are intended to cover a non-exclusive inclusion, such that a process, method, system, article, or apparatus that comprises a list of steps or elements is not necessarily limited to those steps or elements expressly listed, but may include other steps or elements not expressly listed or inherent to such process, method, article, or apparatus.

Example one

Fig. 1 is a flowchart of a steering control method according to an embodiment of the present invention, which is applicable to a situation where a vehicle needs to reduce a turning radius to achieve turning or turning around on a narrow road surface, and the method may be implemented by a steering control device, which may be implemented in hardware and/or software, and the steering control device may be configured in a vehicle controller. As shown in fig. 1, the method includes:

and S110, entering an auxiliary steering mode when the auxiliary steering mode activation signal is detected.

When the vehicle is in a starting state, a driver turns on an auxiliary steering switch, and a brake control unit (IBC) detects a setting generation signal, wherein the setting generation signal comprises:

1. activating the function switch turn-on signal. When the activated function switch is available and the activated function switch is in an on state, the meter unit transmits an activated function switch on signal to the brake control system and the electronic parking system through the CAN network.

2. A parking brake unit (PBC) operation signal. And detecting the current state of the parking brake unit to judge whether the parking brake unit has a fault, and if the parking brake unit does not have the fault, generating a working signal of the parking brake unit.

3. And (4) normal signal of the functional level of the parking brake unit. For determining whether the functional level of the parking brake unit is normal. When the parking brake unit is in error, non-primary functions are abandoned to ensure reliable operation of the primary functions in order to ensure vehicle safety. And if the parking brake unit has no functional degradation, generating a normal signal of the version of the parking brake unit.

4. And a brake control unit working signal. The parking brake control unit is used for sending a parking signal or a parking exit signal to the parking brake unit, detecting whether the parking brake control unit can normally send the signal or not so as to judge whether the parking brake control unit has a fault or not, and if the parking brake control unit does not have the fault, generating a working signal of the parking brake control unit.

5. And (4) a brake control unit function level normal signal. For determining whether the functional level of the brake control unit is normal. When a brake control unit is in error, non-primary functions are abandoned to ensure reliable operation of the primary functions in order to ensure vehicle safety. And if the brake control unit has no functional degradation, generating a normal signal of the functional level of the brake control unit.

6. An off-road mode signal. The driving mode control unit sends the current driving mode of the vehicle to the brake control unit through the CAN network, and the brake control unit judges the current driving mode and generates an off-road mode signal if the current driving mode is the off-road mode.

7. A parking brake release signal. And judging the braking state of the parking braking unit, and generating a parking braking release signal if the parking braking unit is in a release state.

8. A brake pedal release signal. And judging the current state of the brake pedal, and generating a brake pedal release signal if the brake pedal is in a release state.

9. The state of the gearbox is a D gear signal or an L gear signal. The brake control unit judges the current gear information sent by the gearbox, and if the current gear of the gearbox is D gear or L gear, a D gear or L gear signal of the gearbox state is generated.

10. The vehicle speed is lower than the set vehicle speed threshold signal. And setting different vehicle speed thresholds according to different vehicles, judging the vehicle speed signal by the brake control unit, and generating a vehicle speed lower than the set vehicle speed threshold signal if the vehicle speed is lower than the set vehicle speed threshold. Wherein, the set vehicle speed threshold value can be selected to be 10km/h.

11. Low speed four drive mode signal. And the transfer case control unit sends the current driving mode to the brake control unit through the CAN network, and if the current driving mode is the low-speed four-wheel drive mode, a low-speed four-wheel drive mode signal is generated.

When the brake Control Unit detects the setting generation signal, an auxiliary steering mode activation signal is generated, and when the Engine Management Unit (EMS) and the automatic Transmission Control Unit (TCU) both receive the auxiliary steering mode activation signal sent by the brake Control Unit, the vehicle enters an auxiliary steering mode, wherein the Engine Management Unit controls the Engine speed and the electronic throttle opening, and the Transmission condition Unit locks the gear to maintain the current vehicle speed.

And S120, detecting the steering wheel angle in real time, determining a clamping strategy of the inner rear wheel according to the detected steering wheel angle, the corresponding relation between the steering angle and the clamping strategy, and controlling the parking braking unit to execute the clamping operation corresponding to the clamping strategy on the inner rear wheel through the braking control unit to increase the slip rate of the inner rear wheel so as to reduce the turning radius of the vehicle.

And monitoring the automobile steering wheel corner sensor in real time to acquire the steering wheel corner. The steering wheel has the advantages that the steering intention of a driver is reflected by the size of the turning angle of the steering wheel, and when the turning angle of the steering wheel is smaller, the driver does not have the turning intention; when the steering wheel angle is large, the fact that a driver wants to turn or turn around is indicated, the clamping strategy of the inner rear wheel is determined according to the corresponding relation between the steering wheel angle and the clamping strategy, the clamping operation corresponding to the clamping strategy is executed on the inner rear wheel through the parking braking unit controlled by the braking control unit, and the turning radius of the wheel is reduced by increasing the slip rate of the inner rear wheel.

The slippage rate refers to the proportion of slippage generated by tire impression and road surface when the tire is braked or accelerated in the execution process, and 0 slippage represents that the traveling distance of the vehicle is equal to the rotating distance of the tire tread; 100% slip means that any rotation of the tire does not cause movement of the vehicle body, and the wheel is in a locked condition.

Optionally, when it is detected that the vehicle speed exceeds the set vehicle speed threshold and the driver does not actively brake, the brake control unit actively boosts the pressure to apply braking forces to the two front wheels and the outer rear wheel of the vehicle, so as to control the current speed of the vehicle to be less than the set vehicle speed threshold. And if the wheel speed is still higher than the set vehicle speed threshold after the braking force is applied to the other three wheels except the inner rear wheel for a period of time, for example, 2s, exiting the auxiliary steering mode, prompting that the vehicle exits the auxiliary steering mode through instruments or characters, and prompting a driver to take over the vehicle braking system as soon as possible.

The vehicle automatically controls the clamping and releasing of the parking brake unit in the auxiliary steering mode, but the auxiliary steering mode does not interfere with normal service braking, and the vehicle exits the auxiliary steering mode when a set end signal is detected.

The setting end signal includes at least one of an active function switch off signal generated by a driver manually turning off an active function switch, a brake signal generated by stepping on a brake pedal, an acceleration signal generated by stepping on an accelerator pedal, a driving mode signal switching signal generated by a driver actively switching a driving mode and a four-wheel drive mode, a gear switching signal generated by a driver actively switching a D gear or an L gear to another gear, a parking brake function off signal generated by a driver actively pulling up a parking brake switch, a parking brake unit function degradation signal, a brake control unit fault signal, a brake control unit function degradation signal, a parking brake unit fault signal, a setting function conflict signal generated by a brake assist steering function conflict such as a steep decline, a brake control unit fault signal, an engine control unit or a transmission control unit message loss or an invalid signal to generate a setting unit communication abnormal signal, and a current vehicle speed exceeds a set vehicle speed threshold to generate a set overspeed signal.

By limiting the conditions of entering and exiting the auxiliary steering mode, the automatic control of the running and braking of the vehicle is realized, the vehicle is kept in the target speed range, and the danger is avoided.

Optionally, after the vehicle exits the auxiliary steering mode, the engine control unit cancels the control of the electronic throttle valve, the opening of the electronic throttle valve is returned to the idle opening state, and the parking brake unit is also returned to the initial state.

According to the steering control method provided by the embodiment of the invention, when the auxiliary steering mode activation signal is detected, the auxiliary steering mode is entered; the steering wheel turning angle is detected in real time, the clamping strategy of the inner rear wheel is determined according to the detected steering wheel turning angle and the corresponding relation between the turning angle and the clamping strategy, and the parking braking unit is controlled by the braking control unit to execute the clamping operation corresponding to the clamping strategy on the inner rear wheel so as to increase the slip rate of the inner rear wheel and reduce the turning radius of the vehicle. The steering control method realizes that the clamping force of the rear wheel at the inner side of the turn is determined according to the steering wheel angle so as to increase the slip rate of the rear wheel at the inner side, reduce the turning radius of the vehicle and improve the trafficability characteristic of the vehicle. In addition, the clamping force is applied to the rear wheel instead of the hydraulic control of the braking pressure of the rear wheel, so that the noise and vibration generated during turning control are avoided, meanwhile, the situation of occupying a hydraulic braking control loop is also avoided, and the safety and the comfort of drivers and passengers are improved.

Example two

Fig. 2 is a flowchart of a steering control method according to a second embodiment of the present invention, where the second embodiment of the present invention is used to optimize "detecting a steering wheel angle in real time, determining a clamping strategy for an inner rear wheel according to a corresponding relationship between the detected steering wheel angle and the clamping strategy, and controlling a parking brake unit to perform a clamping operation corresponding to the clamping strategy on the inner rear wheel by a brake control unit", as shown in fig. 2, and the method includes:

and S210, entering an auxiliary steering mode when the auxiliary steering mode activation signal is detected.

S2201, detecting the steering wheel angle in real time, and controlling the parking brake unit to perform clamping operation corresponding to a first set steering angle range on the inner rear wheel through the brake control unit when the current steering wheel angle is detected to be in the first set steering angle range so as to enable the slip ratio of the inner rear wheel to be kept in a first slip interval.

And detecting the steering wheel angle alpha in real time, judging the relation between the alpha and the maximum steering wheel angle beta, and when the steering wheel angle meets the condition that the alpha is less than 0.1 beta, judging that the vehicle has no requirement of reducing the turning radius by the brake control unit and not operating the parking brake unit.

Wherein the first set rotation angle range is more than 0.1 beta and less than or equal to 0.7 beta. When the steering wheel rotation angle satisfies the condition that alpha is more than 0.1 beta and less than or equal to 0.7 beta, the brake control unit sends a pre-clamping signal to the parking brake unit, the slip rate lambda of the rear wheel on the inner side is calculated in real time, and when the lambda is less than or equal to 10%, the brake control unit sends a clamping signal to the parking brake unit, so that the clamping force on the rear wheel on the inner side is increased; when lambda is larger than 20%, the brake control unit sends a release signal to the parking brake unit, the clamping force on the inner rear wheel is reduced, and the slip rate of the inner rear wheel is kept between 10% and 20%.

If the slip ratio of the inner rear wheel is kept between 10% and 20% and the steering wheel angle is still in the range of 0.1 beta-0.7 beta, the brake control unit controls the position of the piston of the parking brake unit to be unchanged to ensure that the inner rear wheel is kept in the current clamping state, so that the inner rear wheel of the vehicle does not slide greatly, certain advancing power can be provided, the stability of the vehicle body can be maintained, and the actuation time of a brake caliper can be shortened.

And S2202, detecting the steering wheel angle in real time, and controlling the parking brake unit to perform clamping operation corresponding to a second set steering angle range on the inner rear wheel through the brake control unit when detecting that the current steering wheel angle is in the second set steering angle range so as to keep the slip rate of the inner rear wheel in a second slip interval.

Wherein the second set rotation angle range is 0.7 beta < alpha. When the fact that the current steering wheel rotating angle meets 0.7 beta & lt alpha is detected, the slip rate of the inner rear wheel is detected in real time, the brake control unit sends a clamping or clamping stopping signal to the parking brake unit, and the slip rate of the inner rear wheel is kept within the range of 65% -100%, specifically:

when the slip rate of the inner rear wheel is detected to be greater than or equal to 85%, the brake control unit sends a release signal to the parking brake unit so that the parking brake unit reduces the clamping force on the inner rear wheel until the slip rate of the inner rear wheel is less than 85%;

when the slip ratio of the inner rear wheel is detected to be less than or equal to 65%, the brake control unit sends a clamping signal to the parking brake unit so that the parking brake unit increases the clamping force on the inner rear wheel and the slip ratio of the inner rear wheel is kept within the range of 65% -100%.

When the steering wheel has a larger turning angle, the slip ratio of the inner rear wheel is controlled to be 65-100%, the clamping force of the inner rear wheel is increased, so that different wheel speed differences are generated between the inner rear wheel and the outer rear wheel, the outer rear wheel provides advancing power, and the turning radius of the vehicle is further reduced.

According to the steering control method provided by the embodiment of the invention, the clamping and releasing of the inner rear wheel are controlled according to the steering wheel angle and the slip rate of the inner rear wheel during turning, so that the slip rate of the inner rear wheel is kept in the slip rate interval corresponding to the steering wheel angle, the stability of the vehicle can be ensured, the action time of a vehicle brake caliper is shortened, the turning radius of the vehicle can be reduced, and the trafficability of the vehicle is further improved.

EXAMPLE III

Fig. 3 is a schematic structural diagram of a steering control device according to a third embodiment of the present invention. As shown in fig. 3, the apparatus includes:

an auxiliary steering activation module 310 for entering an auxiliary steering mode upon detection of an auxiliary steering mode activation signal;

and the auxiliary steering control module 320 is used for detecting the steering wheel angle in real time, determining a clamping strategy of the inner rear wheel according to the detected corresponding relation between the steering wheel angle, the steering angle and the clamping strategy, and controlling the parking brake unit to execute the clamping operation corresponding to the clamping strategy on the inner rear wheel through the brake control unit so as to control the slip ratio of the inner rear wheel.

Optionally, the auxiliary steering activation module 310 is specifically configured to enter the auxiliary steering mode when it is detected that the engine management unit and the automatic transmission adjusting unit both receive an auxiliary steering mode activation signal sent by the brake control unit.

Optionally, the auxiliary steering control module 320 is specifically configured to detect a steering wheel angle in real time, and when it is detected that the current steering wheel angle is within a first set steering angle range, control the parking brake unit to perform a clamping operation corresponding to the first set steering angle range on the inner rear wheel through the brake control unit, so that the slip ratio of the inner rear wheel is maintained in a first slip interval; and if the steering wheel angle is still in the first set steering angle range when the slip ratio of the inner rear wheel is kept in the first slip interval, controlling the parking brake unit through the brake unit to keep the inner rear wheel in the current clamping state.

Optionally, the auxiliary steering control module 320 is specifically configured to detect a steering wheel angle in real time, and when it is detected that the current steering wheel angle is within a second set steering angle range, control the parking brake unit to perform a clamping operation corresponding to the second set steering angle range on the inner rear wheel through the brake control unit, so that the slip ratio of the inner rear wheel is maintained in a second slip interval.

Optionally, the second slip interval is that λ is more than 65% and less than or equal to 100%.

Optionally, the auxiliary steering control module 320 is specifically configured to send a release signal to the parking brake unit through the brake control unit when detecting that the slip ratio of the inner rear wheel is greater than or equal to 85%, so that the parking brake unit reduces clamping force on the inner rear wheel until the slip ratio of the inner rear wheel is less than 85%; and when the slip ratio of the inner rear wheel is detected to be less than or equal to 65%, sending a clamping signal to the parking brake unit through the brake control unit so that the parking brake unit increases the clamping force on the inner rear wheel and the slip ratio of the inner rear wheel is kept in a second slip interval.

Optionally, the steering control device further includes: the auxiliary steering exit module 330 is configured to apply braking force to two front wheels and an outer rear wheel of the vehicle when the vehicle speed is detected to exceed a set vehicle speed threshold and no braking signal is detected; and if the vehicle speed is still higher than the set vehicle speed threshold value after the braking force is applied for setting the braking time, the auxiliary steering mode activation mode is exited, and the setting prompt information is output.

Optionally, the steering control device further includes: a signal processing module 340 for generating an auxiliary steering mode activation signal upon detection of the setting generation signal; the set generation signals comprise an activation function switch starting signal, a parking brake unit working signal, a parking brake unit version normal signal, a brake control unit working signal, a brake control unit function level normal signal, a cross-country mode signal, a parking brake release signal, a brake pedal release signal, a gearbox state D gear or L gear signal, a vehicle speed lower than a set vehicle speed threshold value signal and a low-speed four-wheel drive mode signal.

Optionally, the auxiliary steering exiting module 330 is specifically configured to end the auxiliary steering mode when detecting a setting end signal, where the setting end signal includes at least one of an active function switch off signal, a brake signal generated by a brake pedal being stepped on, an acceleration signal generated by an accelerator pedal being stepped on, a driving mode signal switching signal, a shift position switching signal, a parking brake function off signal, a parking brake unit function degradation signal, a brake control unit fault signal, a brake control unit function degradation signal, a parking brake unit fault signal, a setting function conflict signal, a brake control unit fault signal, a setting unit communication abnormal signal, and a setting overspeed signal.

The steering control device provided by the embodiment of the invention enters the auxiliary steering mode when the auxiliary steering activation module detects the auxiliary steering mode activation signal; the auxiliary steering control module detects the steering wheel angle in real time, determines the clamping strategy of the inner rear wheel according to the detected steering wheel angle, the corresponding relation between the steering angle and the clamping strategy, and controls the parking braking unit to execute the clamping operation corresponding to the clamping strategy on the inner rear wheel through the braking control unit so as to control the slip rate of the inner rear wheel. The steering control method realizes the control of the clamping force of the rear wheel at the inner side of the turn according to the steering wheel angle so as to control the slip ratio of the rear wheel at the inner side, further reduce the turning radius of the vehicle and improve the trafficability of the vehicle. In addition, the clamping force is applied to the rear wheel instead of the hydraulic control of the braking pressure of the rear wheel, so that the noise and vibration generated during turning control are avoided, meanwhile, the situation of occupying a hydraulic braking control loop is also avoided, and the safety and the comfort of drivers and passengers are improved.

The steering control device provided by the embodiment of the invention can execute the steering control method provided by any embodiment of the invention, and has corresponding functional modules and beneficial effects of the execution method.

Example four

FIG. 4 illustrates a schematic block diagram of a vehicle 10 that may be used to implement an embodiment of the present invention. The components shown herein, their connections and relationships, and their functions, are meant to be exemplary only, and are not meant to limit implementations of the inventions described and/or claimed herein.

As shown in fig. 4, the vehicle 10 includes a steering wheel 19, wheels 20, an auxiliary steering switch 21, at least one processor 11, and a Read Only Memory (ROM) 12 communicatively connected to the at least one processor 11, an angle sensor 22, a parking brake unit 23, and a brake control unit 24, wherein the memory stores computer programs executable by the at least one processor, and the processor 11 may perform various appropriate actions and processes according to the computer programs stored in the Read Only Memory (ROM) 12. An input/output (I/O) interface 14 is also connected to the CAN line 13.

Various components in the vehicle 10 are connected to the I/O interface 14, including: an input unit 15; an output unit 16 such as various types of displays, speakers, and the like; a storage unit 17 such as a magnetic disk, an optical disk, or the like; and a communication unit 18 such as a network card, modem, wireless communication transceiver, etc. The communication unit 18 allows the vehicle 10 to exchange information/data with other devices via a computer network, such as the internet, and/or various telecommunication networks.

The processor 11 may be a variety of general and/or special purpose processing components having processing and computing capabilities. Some examples of processor 11 include, but are not limited to, a Central Processing Unit (CPU), a Graphics Processing Unit (GPU), various dedicated Artificial Intelligence (AI) computing chips, various processors running machine learning model algorithms, a Digital Signal Processor (DSP), and any suitable processor, controller, microcontroller, and so forth. The processor 11 performs the various methods and processes described above, such as a steering control method.

In some embodiments, the steering control method may be implemented as a computer program that is tangibly embodied on a computer-readable storage medium, such as storage unit 17. In some embodiments, part or all of the computer program may be loaded and/or installed on the vehicle 10 via the ROM 12 and/or the communication unit 18. When the computer program is loaded into the RAM 12 and executed by the processor 11, one or more steps of the steering control method described above may be performed. Alternatively, in other embodiments, the processor 11 may be configured to perform the steering control method by any other suitable means (e.g., by means of firmware).

Various implementations of the systems and techniques described here above may be implemented in digital electronic circuitry, integrated circuitry, field Programmable Gate Arrays (FPGAs), application Specific Integrated Circuits (ASICs), application Specific Standard Products (ASSPs), system on a chip (SOCs), load programmable logic devices (CPLDs), computer hardware, firmware, software, and/or combinations thereof. These various embodiments may include: implemented in one or more computer programs that are executable and/or interpretable on a programmable system including at least one programmable processor, which may be special or general purpose, receiving data and instructions from, and transmitting data and instructions to, a storage system, at least one input device, and at least one output device.

A computer program for implementing the methods of the present invention may be written in any combination of one or more programming languages. These computer programs may be provided to a processor of a general purpose computer, special purpose computer, or other programmable data processing apparatus, such that the computer programs, when executed by the processor, cause the functions/acts specified in the flowchart and/or block diagram block or blocks to be performed. The computer program may execute entirely on the machine, partly on the machine, or partly on the machine as a stand-alone software package.

In the context of the present invention, a computer-readable storage medium may be a tangible medium that can contain, or store a computer program for use by or in connection with an instruction execution system, apparatus, or device. A computer readable storage medium may include, but is not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any suitable combination of the foregoing. Alternatively, the computer readable storage medium may be a machine readable signal medium. More specific examples of a machine-readable storage medium would include an electrical connection based on one or more wires, a portable computer diskette, a hard disk, a Random Access Memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a compact disc read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing.

To provide for interaction with a user, the systems and techniques described herein may be implemented on a vehicle having: a display device (e.g., a CRT (cathode ray tube) or LCD (liquid crystal display) monitor) for displaying information to a user; may be used to provide for interaction with a user; for example, feedback provided to the user can be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback); and input from the user may be received in any form, including acoustic, speech, or tactile input.

The systems and techniques described here can be implemented in a computing system that includes a back-end component (e.g., as a data server), or that includes a middleware component (e.g., an application server), or that includes a front-end component (e.g., a user computer having a graphical user interface or a web browser through which a user can interact with an implementation of the systems and techniques described here), or any combination of such back-end, middleware, or front-end components. The components of the system can be interconnected by any form or medium of digital data communication (e.g., a communication network). Examples of communication networks include: local Area Networks (LANs), wide Area Networks (WANs), blockchain networks, and the internet.

The computing system may include clients and servers. A client and server are generally remote from each other and typically interact through a communication network. The relationship of client and server arises by virtue of computer programs running on the respective computers and having a client-server relationship to each other. The server can be a cloud server, also called a cloud computing server or a cloud host, and is a host product in a cloud computing service system, so that the defects of high management difficulty and weak service expansibility in the traditional physical host and VPS service are overcome.

It should be understood that various forms of the flows shown above, reordering, adding or deleting steps, may be used. For example, the steps described in the present invention may be executed in parallel, sequentially, or in different orders, and are not limited herein as long as the desired results of the technical solution of the present invention can be achieved.

The above-described embodiments should not be construed as limiting the scope of the invention. It should be understood by those skilled in the art that various modifications, combinations, sub-combinations and substitutions may be made, depending on design requirements and other factors. Any modification, equivalent replacement, and improvement made within the spirit and principle of the present invention should be included in the protection scope of the present invention.

Claims

1. A steering control method characterized by comprising:

the steering wheel turning angle is detected in real time, the clamping strategy of the inner rear wheel is determined according to the detected steering wheel turning angle and the corresponding relation between the turning angle and the clamping strategy, and the parking braking unit is controlled by the braking control unit to carry out clamping operation corresponding to the clamping strategy on the inner rear wheel so as to increase the slip rate of the inner rear wheel and reduce the turning radius of the vehicle.

2. The method of claim 1, wherein entering an assisted steering mode upon detecting an assisted steering mode signal comprises:

and entering an auxiliary steering mode when detecting that the engine management unit and the automatic transmission adjusting unit both receive an auxiliary steering mode activation signal sent by the brake control unit.

3. The method of claim 1, wherein the detecting a steering wheel angle in real time, determining a clamping strategy for the inner rear wheel based on the detected steering wheel angle, the steering angle, and the clamping strategy correspondence, and controlling the parking brake unit to perform a clamping operation corresponding to the clamping strategy on the inner rear wheel by the brake control unit to increase a slip rate of the inner rear wheel to reduce a turning radius of the vehicle comprises:

detecting the steering wheel angle in real time, and when detecting that the current steering wheel angle is within a first set angle range, controlling a parking brake unit to perform clamping operation corresponding to the first set angle range on an inner rear wheel through a brake control unit so as to keep the slip rate of the inner rear wheel in a first slip interval;

and if the steering wheel angle is still in a first set steering angle range when the slip rate of the inner rear wheel is kept in the first slip interval, controlling the parking brake unit through the brake unit to keep the inner rear wheel in a current clamping state.

4. The method according to claim 1, wherein the detecting a steering wheel angle in real time, determining a clamping strategy for the inner rear wheel based on the detected steering wheel angle, the steering angle, and the clamping strategy correspondence, and the controlling the parking brake unit to perform a clamping operation corresponding to the clamping strategy on the inner rear wheel by the brake control unit to increase a slip rate of the inner rear wheel to reduce a turning radius of the vehicle comprises:

and detecting the steering wheel angle in real time, and when detecting that the current steering wheel angle is within a second set angle range, controlling the parking brake unit to perform clamping operation corresponding to the second set angle range on the inner rear wheel through the brake control unit so as to keep the slip ratio of the inner rear wheel within a second slip interval.

5. The method according to claim 4, wherein the second slip section is at 65% < λ ≦ 100%, and the controlling, by the brake control unit, the parking brake unit to perform the clamping operation corresponding to the second set rotational angle range on the inner rear wheel so that the slip ratio of the inner rear wheel is maintained in the second slip section includes:

when the slip rate of the inner rear wheel is detected to be greater than or equal to 85%, a release signal is sent to the parking brake unit through the brake control unit, so that the clamping force of the parking brake unit on the inner rear wheel is reduced until the slip rate of the inner rear wheel is less than 85%;

when the slip ratio of the inner rear wheel is detected to be less than or equal to 65%, a clamping signal is sent to the parking brake unit through the brake control unit, so that the clamping force of the parking brake unit on the inner rear wheel is increased, and the slip ratio of the inner rear wheel is kept in the second slip interval.

6. The method of claim 1, further comprising:

when the detected vehicle speed exceeds the set vehicle speed threshold value and no braking signal is detected, applying braking force to two front wheels and outer rear wheels of the vehicle;

and if the vehicle speed is still higher than the set vehicle speed threshold value after the braking force is applied for setting the braking time, the auxiliary steering mode activation mode is exited, and the setting prompt information is output.

7. The method of claim 1, further comprising:

generating an assist steering mode activation signal upon detection of the setting generation signal;

the set generation signal comprises an activation function switch starting signal, a parking brake unit working signal, a parking brake unit function grade normal signal, a brake control unit working signal, a brake control unit function grade normal signal, a cross-country mode signal, a parking brake release signal, a brake pedal release signal, a gearbox state D-gear or L-gear signal, a vehicle speed lower than a set vehicle speed threshold value signal and a low-speed four-wheel drive mode signal.

8. A steering control device characterized by comprising:

9. A vehicle, characterized in that the vehicle comprises:

a steering wheel;

wheels, including inboard rear wheels when turning;

an angle sensor for detecting a steering wheel angle;

a brake control unit for controlling the parking brake unit;

at least one processor; and

the memory stores a computer program executable by the at least one processor to enable the at least one processor to perform the steering control method of any one of claims 1-7.

10. A computer-readable storage medium storing computer instructions for causing a processor to implement the steering control method of any one of claims 1-7 when executed.