CN114407849A - Steering control method and device and electronic equipment - Google Patents

Abstract

The application provides a steering control method, a steering control device and electronic equipment, which belong to the technical field of vehicle steering, and the method comprises the following steps: monitoring the speed and the steering wheel angle of the vehicle; activating an auxiliary steering function under the condition that the monitored vehicle speed is less than a vehicle speed threshold value and the steering wheel turning angle is greater than a turning angle threshold value; monitoring the locking rate of the inner rear wheel and the slip rate of the outer rear wheel through the auxiliary steering function; and under the condition that the locking rate of the inner rear wheel is monitored to be greater than or equal to a locking rate threshold value and the slip rate of the outer rear wheel is monitored to be greater than or equal to a slip rate threshold value, increasing the clamping force on the outer rear wheel and reducing the clamping force on the inner rear wheel. By using the steering control method provided by the application, the vehicle can be helped to be separated from the state of incapable normal driving under the conditions of skidding of the outer wheels and locking of the inner wheels.

Description

Steering control method and device and electronic equipment

Technical Field

The embodiment of the application relates to the technical field of vehicle steering, in particular to a steering control method and device and electronic equipment.

Background

The conventional vehicle steering system comprises a steering wheel, a steering control mechanism, a steering gear, a steering transmission mechanism and other structures, all the structures in the vehicle steering system are matched for use to realize vehicle steering, along with the improvement of the requirement of a user on the vehicle steering performance, the minimum turning radius of the vehicle provided by the conventional vehicle steering system is limited, and the vehicle cannot be effectively steered when meeting a narrow turning space.

In order to reduce the minimum turning radius of the vehicle, the prior art provides a solution for braking the single-side rear wheel to reduce the turning radius, the turning radius is reduced by locking the inner-side rear wheel, and the rotation of the outer-side rear wheel provides driving force for the inner-side wheel, so that the inner-side rear wheel is dragged to slide forwards by the rotation of the outer-side rear wheel, and the vehicle is prompted to turn with the minimum turning radius.

However, when the vehicle runs on a low-attachment road surface such as an ice surface or a snow surface, the outer rear wheel may slip, and in the case where the outer rear wheel slips and the inner rear wheel locks, the vehicle may not run normally.

Disclosure of Invention

The embodiment of the application provides a steering control method, a steering control device and electronic equipment, and aims to solve the problem that a vehicle cannot normally run due to the fact that an outer rear wheel slips and an inner rear wheel is locked.

A first aspect of an embodiment of the present application provides a steering control method, where the method includes:

monitoring the speed and the steering wheel angle of the vehicle;

activating an auxiliary steering function under the condition that the monitored vehicle speed is less than a vehicle speed threshold value and the steering wheel turning angle is greater than a turning angle threshold value;

monitoring the locking rate of the inner rear wheel and the slip rate of the outer rear wheel through the auxiliary steering function;

and under the condition that the locking rate of the inner rear wheel is monitored to be greater than or equal to a locking rate threshold value and the slip rate of the outer rear wheel is monitored to be greater than or equal to a slip rate threshold value, increasing the clamping force on the outer rear wheel and reducing the clamping force on the inner rear wheel.

Optionally, the method further comprises:

and under the condition that the monitored locking rate of the inner rear wheel is smaller than the locking rate threshold value and the monitored slip rate of the outer rear wheel is smaller than the slip rate threshold value, increasing the clamping force on the inner rear wheel.

Optionally, in a case that it is monitored that the locking rate of the inner rear wheel is smaller than the locking rate threshold and the slip rate of the outer rear wheel is smaller than the slip rate threshold, the method further includes:

determining the road surface where the vehicle is currently located according to the relationship between the increased clamping force and the slip ratio of the outer rear wheel;

controlling the operation frequency of a brake caliper of an inner rear wheel to increase when the road surface where the vehicle is currently located is a low-adhesion road surface, wherein the brake frequency of the brake caliper of the inner rear wheel refers to the frequency of the brake caliper of the inner rear wheel clamping or releasing the inner rear wheel;

and a brake caliper for controlling the inner rear wheel to operate less frequently when a road surface on which the vehicle is currently located is a high-adhesion road surface.

Optionally, increasing the clamping force to the inboard rear wheel comprises:

and gradually increasing the clamping force on the inner rear wheel according to a preset increment.

Optionally, the method further comprises:

and reducing the clamping force on the inner rear wheel under the condition that the locking rate of the inner rear wheel is monitored to be greater than or equal to the locking rate threshold value and the slip rate of the outer rear wheel is monitored to be smaller than the slip rate threshold value.

Optionally, the method further comprises:

and under the condition that the locking rate of the inner rear wheel is monitored to be smaller than the locking rate threshold value and the slip rate of the outer rear wheel is monitored to be larger than or equal to the slip rate threshold value, reducing the clamping force on the inner rear wheel and increasing the clamping force on the outer rear wheel.

Optionally, in a case where it is monitored by the auxiliary steering function that the locking rate of the inner rear wheel is greater than or equal to a locking rate threshold and the slip rate of the outer rear wheel is greater than or equal to a slip rate threshold, the method further includes:

adjusting an auxiliary starting mechanism through the auxiliary steering function;

wherein adjusting the auxiliary starting mechanism at least comprises: the differential lock is automatically closed.

Optionally, increasing the clamping force to the outboard rear wheel and decreasing the clamping force to the inboard rear wheel, comprises:

sending a first control signal to an actuator motor of an outer rear wheel so that the actuator motor of the outer rear wheel increases the clamping force of the outer rear wheel to a first target clamping force through a brake caliper of the outer rear wheel;

and sending a second control signal to the wheel actuator motor of the inner rear wheel so that the actuator motor of the inner rear wheel reduces the clamping force of the inner rear wheel to a second target clamping force through the brake caliper of the inner rear wheel.

A second aspect of the embodiments of the present application provides a steering control apparatus, including:

the first monitoring module is used for monitoring the speed of the vehicle and the steering wheel angle;

the activation module is used for activating an auxiliary steering function under the condition that the monitored vehicle speed is less than a vehicle speed threshold value and the steering wheel turning angle is greater than a turning angle threshold value;

the second monitoring module is used for monitoring the locking rate of the rear wheel on the inner side and the slip rate of the rear wheel on the outer side through the auxiliary steering function;

the first control module is used for increasing the clamping force of the outer rear wheel and reducing the clamping force of the inner rear wheel under the condition that the locking rate of the inner rear wheel is monitored to be greater than or equal to a locking rate threshold value and the slip rate of the outer rear wheel is monitored to be greater than or equal to a slip rate threshold value.

A third aspect of the embodiments of the present application provides an electronic device, including:

one or more processors; and

one or more machine-readable media having instructions stored thereon, which when executed by the one or more processors, cause the electronic device to perform a steering control method as described in the first aspect of embodiments of the present application.

By adopting the steering control method provided by the application, the locking rate of the inner rear wheel is monitored to be greater than or equal to the locking rate threshold value, and under the condition that the slip rate of the outer rear wheel is greater than or equal to the slip rate threshold value, the clamping force of the outer rear wheel is increased and reduced, and the clamping force of the inner rear wheel is increased.

Thus, after the clamping force applied to the inner rear wheel is reduced, the inner rear wheel can be restored to a rotating state from a locked state in which the inner rear wheel cannot rotate; after the clamping force applied to the outer rear wheel is increased, the outer rear wheel does not rotate any more, and the outer rear wheel is further promoted to be converted from a slipping state of idle rotation into a non-slipping state of non-rotatable rotation. At this time, the rotating inner rear wheel provides driving force for forward driving, and drags the non-rotating outer rear wheel for forward driving, so that the vehicle can normally drive forward, and further limit steering under low-speed driving is realized.

In addition, when the outside rear wheel is in the state of skidding, can cause the harm to parts such as the derailleur of vehicle, when the clamp force of increase outside rear wheel makes outside rear wheel no longer rotate, can avoid the outside rear wheel to be in the state of skidding, and then avoids causing the harm to parts such as the derailleur of vehicle.

Drawings

In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings needed to be used in the description of the embodiments of the present application will be briefly introduced below, and it is obvious that the drawings in the following description are only some embodiments of the present application, and it is obvious for those skilled in the art that other drawings can be obtained according to these drawings without inventive exercise.

FIG. 1 is a flow chart illustrating steps of a steering control method according to an embodiment of the present application;

FIG. 2 is a logic diagram of a steering control method according to an embodiment of the present application;

fig. 3 is a block diagram of a steering control device according to an embodiment of the present application.

Detailed Description

The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application, and it is obvious that the described embodiments are some, but not all, embodiments of the present application. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present application.

Example one

Referring to fig. 1, an embodiment of the present application provides a steering control method, including the following steps:

step 101: the speed and steering wheel angle of the vehicle are monitored.

In the embodiment of the application, the speed of the vehicle can be monitored by a wheel speed sensor mounted on the vehicle, and the steering wheel angle can also be monitored by a steering wheel angle sensor mounted on the vehicle.

Step 102: and activating an auxiliary steering function under the condition that the monitored vehicle speed is less than a vehicle speed threshold value and the steering wheel turning angle is greater than a turning angle threshold value.

In the embodiment of the application, when the condition that the vehicle speed of the vehicle is less than the vehicle speed threshold value and the steering wheel angle is greater than the steering angle threshold value is monitored, the intention of the driver to limit steering is indicated, and in order to meet the intention of the user to limit steering, the auxiliary steering function can be activated to provide support for the limit steering of the user.

For example, referring to fig. 2, in the case where it is detected that the vehicle speed is less than 15Kph and the steering wheel angle is greater than 95%, it is determined that the driver has an extreme steering intention, and the auxiliary steering function may be activated.

When the condition that the steering wheel angle is larger than the steering angle threshold value is monitored, the driver can recognize that the driver has the limit steering intention, but if the vehicle runs at a high speed and turns at a limit, the vehicle is possibly out of control, and the safety of personnel in the vehicle is low. In order to guarantee the riding safety of people in the vehicle, the judgment condition that the vehicle speed is smaller than the vehicle speed threshold value is additionally added, and when the vehicle speed is smaller than the vehicle speed threshold value, the vehicle is determined to be in a low-speed running state.

The judgment condition that the vehicle speed is smaller than the vehicle speed threshold value is additionally added, so that the auxiliary steering function is started only on the premise that the vehicle is in a low-speed driving state and has the intention of ultimate steering, and the ultimate steering of the vehicle can be guaranteed to be realized in the low-speed driving state of the vehicle instead of the high-speed driving state, so that the problem of low safety caused by the ultimate steering in the high-speed driving state is solved, and the riding safety of personnel in the vehicle is guaranteed.

Step 103: and monitoring the locking rate of the rear wheel at the inner side and the slip rate of the rear wheel at the outer side through the auxiliary steering function.

In the embodiment of the application, after the auxiliary steering function is started, the auxiliary steering function can automatically provide support for the limit steering of the vehicle, and the locking rate of the inner rear wheels and the slip rate of the outer rear wheels are automatically monitored.

The inner rear wheel refers to the rear wheel on the inner side of the vehicle in the process of turning, and the outer rear wheel refers to the rear wheel on the outer side of the vehicle in the process of turning.

The locking rate of the inner rear wheel refers to the probability that the inner rear wheel will lock. The locking rate of the rear wheels on the inner side is determined according to the ratio of the difference between the actual vehicle speed and the wheel speed to the actual vehicle speed, namely, the wheel speed is subtracted from the actual vehicle speed to obtain a first difference value, and then the first difference value is compared with the actual vehicle speed to obtain the locking rate.

The wheel has rolling component and sliding component in the moving process, and the slip ratio of the outer rear wheel refers to the proportion of the sliding component in the moving process of the outer rear wheel. The slip ratio of the rear wheels on the outer side is determined according to the ratio of the difference between the wheel speed and the actual vehicle speed to the actual vehicle speed, namely, the wheel speed is subtracted from the actual vehicle speed to obtain a second difference value, and then the second difference value is compared with the actual vehicle speed to obtain the slip ratio.

By monitoring the vehicle speed of the wheels and the actual vehicle speed, the locking rate of the inner rear wheel and the slip rate of the outer rear wheel can be obtained.

Step 104: and under the condition that the locking rate of the inner rear wheel is monitored to be greater than or equal to a locking rate threshold value and the slip rate of the outer rear wheel is monitored to be greater than or equal to a slip rate threshold value, increasing the clamping force on the outer rear wheel and reducing the clamping force on the inner rear wheel.

In the embodiment of the application, when the fact that the locking rate of the inner rear wheel is greater than or equal to the locking rate threshold value is monitored, it is determined that the inner rear wheel is in a locking state due to the fact that the inner rear wheel is subjected to a large clamping force, and at the moment, the inner rear wheel cannot rotate on the road surface; and under the condition that the slip rate of the outer rear wheel is monitored to be larger than or equal to the slip rate threshold value, determining that the outer rear wheel is in a slip state, wherein the outer rear wheel can rotate on the road surface but cannot drive forwards.

For example, referring to fig. 2, when it is detected that the locking rate of the inner rear wheel is greater than or equal to 70%, it is determined that the inner rear wheel is in a locked state due to a large clamping force; and under the condition that the slip rate of the outer rear wheel is monitored to be greater than or equal to 90%, determining that the outer rear wheel is in a slip state.

It can be seen that, under the condition that the locking rate of the inner rear wheel is monitored to be greater than or equal to the locking rate threshold value and the slip rate of the outer rear wheel is monitored to be greater than or equal to the slip rate threshold value, the auxiliary steering function determines that the inner rear wheel of the vehicle is in a non-rotatable state, the outer rear wheel of the vehicle is in a state of idling and not capable of driving forwards, the outer rear wheel can rotate, but the outer rear wheel is in a low-attachment road surface with a small friction coefficient, so that the outer rear wheel can slip and cannot drag the inner rear wheel to turn forwards to a limit, at the moment, two rear wheels of the vehicle in the limit steering process do not have power capable of advancing, and naturally cannot continue to drive forwards normally on the road surface.

Thus, after the clamping force applied to the inner rear wheel is reduced, the inner rear wheel can be restored to a rotatable locked state from a non-rotatable locked state; after the clamping force applied to the outer rear wheel is increased, the outer rear wheel does not rotate any more, and the outer rear wheel is further promoted to be converted from a slipping state of idle rotation into a non-slipping state of non-rotatable rotation. At this time, the rotating inner rear wheel provides driving force for forward driving, and drags the non-rotating outer rear wheel for forward driving, so that the vehicle can normally drive forward, and further limit steering under low-speed driving is realized.

In addition, when the outside rear wheel is in the state of skidding, can cause the harm to parts such as the derailleur of vehicle, when the clamp force of increase outside rear wheel makes outside rear wheel no longer rotate, can avoid the outside rear wheel to be in the state of skidding, and then avoids causing the harm to parts such as the derailleur of vehicle.

In the embodiment of the application, in the process of reducing the clamping force on the inner rear wheel, the inner rear wheel is slightly reduced, and the clamping force applied to the inner rear wheel is reduced to a second target clamping force, wherein the second target clamping force can control the vehicle to steer at a smaller turning radius, and the difference between the second target clamping force and the clamping force applied to the inner rear wheel when the inner rear wheel is in a locked state is smaller.

In this way, even if the clamping force exerted on the inner rear wheel is reduced, since the difference between the second target clamping force and the clamping force exerted on the inner rear wheel when the inner rear wheel is locked is small, the inner rear wheel can be clamped with the second target clamping force without losing the turning radius of the vehicle.

In the embodiment of the application, the clamping force on the outer rear wheel can be increased in the process of getting out of trouble of the vehicle, so that the outer rear wheel cannot rotate; when the vehicle is out of the way, if the outer rear wheel is still unable to rotate, the tire of the outer rear wheel is worn, and the outer rear wheel also generates a large abnormal sound when sliding on the road surface.

In order to avoid abrasion of tires of the outer rear wheel and abnormal sound, after the preset time that the vehicle can normally run, the clamping force on the outer rear wheel is reduced to release the outer rear wheel, so that the outer rear wheel can normally rotate on the road surface, and the outer rear wheel is in a rolling state on the road surface and cannot generate large abnormal sound.

In the embodiment of the present application, in the process of increasing the clamping force to the outer rear wheel and decreasing the clamping force to the inner rear wheel, a first target clamping force needs to be set as the increased clamping force applied to the outer rear wheel; it is also necessary to set a second target clamping force as the clamping force applied after the inner rear wheel is reduced. When the clamping force applied to the outer rear wheel is increased to the first target clamping force and the clamping force applied to the inner rear wheel is decreased to the second target clamping force, the outer rear wheel cannot rotate due to the first target clamping force, and the inner rear wheel can rotate due to the second target clamping force, so that the rotating inner rear wheel drags the outer rear wheel to turn forwards to the maximum, and the state that the vehicle cannot normally run is broken.

However, if the conventional hydraulic braking scheme is adopted, the internal logic of the hydraulic system is complex due to the coordinated control of the pump, the valve and the motor in the hydraulic braking scheme, and the hydraulic system is also interfered by other modules, so that the clamping force applied by the hydraulic system cannot accurately reach the first target clamping force and the second target clamping force.

Therefore, in order to enable the clamping force applied to the outer rear wheel to be accurately increased to the first target clamping force and the clamping force applied to the inner rear wheel to be accurately decreased to the second target clamping force, the clamping force applied to the outer rear wheel and the inner rear wheel is controlled by means of electromechanical braking.

Specifically, a first control signal is sent to an actuator motor of an outer rear wheel, so that the actuator motor of the outer rear wheel increases the clamping force of the outer rear wheel to a first target clamping force through a brake caliper of the outer rear wheel; and sending a second control signal to the wheel actuator motor of the inner rear wheel so that the actuator motor of the inner rear wheel reduces the clamping force of the inner rear wheel to a second target clamping force through the brake caliper of the inner rear wheel.

In this way, the actuator motor of the outer rear wheel receives the first control signal and controls the brake caliper of the outer rear wheel to clamp or release so as to increase the clamping force applied to the outer rear wheel to the first target clamping force; and the actuator motor of the inner rear wheel receives the second control signal and controls the brake caliper of the inner rear wheel to clamp or release so as to reduce the clamping force applied to the inner rear wheel to the second target clamping force.

Compared with the traditional hydraulic braking mode, the mode of electronic mechanical designation can accurately output clamping force so as to better help the vehicle to be separated from the state that the vehicle cannot normally run.

Furthermore, the auxiliary steering function can not only increase the clamping force on the outer rear wheel and reduce the clamping force on the inner rear wheel to promote the normal running of the vehicle under the condition that the inner rear wheel is locked and the outer rear wheel slips to promote the normal running of the vehicle; the auxiliary steering function can further reduce the minimum turning radius of the vehicle in a state that the vehicle can normally run, and specifically comprises the following steps:

step 201: and under the condition that the monitored locking rate of the inner rear wheel is smaller than the locking rate threshold value and the monitored slip rate of the outer rear wheel is smaller than the slip rate threshold value, increasing the clamping force on the inner rear wheel.

In the embodiment of the application, under the condition that the locking rate of the inner rear wheel is monitored to be smaller than the locking rate threshold value, the inner rear wheel is determined to be in a rotating state; and under the condition that the slip rate of the outer rear wheel is monitored to be smaller than the slip rate threshold value, determining that the outer rear wheel is in a non-slip state.

In the case where the inner rear wheel is in a turning state and the outer rear wheel is in a non-slipping state, it is determined that the vehicle can normally travel forward, and at this time, the gripping force of the inner rear wheel can be increased to reduce the turning radius of the vehicle.

The clamping force on the inner rear wheel is increased, so that the turning radius of the vehicle is reduced, the type of the road surface of the vehicle running in the process of extreme steering is possibly different, if the clamping force applied to the inner rear wheel is suddenly increased to a large value, when the road surface of the vehicle running changes, the difference between the large value and the clamping force required by the inner rear wheel after the current road surface changes is large, the clamping force cannot be timely changed from the large value to the required clamping force, and the clamping force required by the inner rear wheel after the road surface changes cannot be timely met.

For example, when the road surface on which the vehicle runs is changed from a high-adhesion road surface with a large friction coefficient to a low-adhesion road surface with a low friction coefficient, the clamping force applied to the inner rear wheel needs to be immediately reduced to a small value so as to avoid the dangerous situations of runaway, rollover and the like caused by the locking of the inner rear wheel. Since it takes a long time to reduce the clamping force applied to the rear wheel on the inner side from a large value to a small value, the clamping force applied to the rear wheel on the inner side cannot be reduced to a small value in time, and thus the vehicle may be out of control or turned on its side.

In order to guarantee the safety of users, the clamping force on the inner rear wheel can be gradually increased according to preset increment. When the road surface that the vehicle was gone changes, because the difference between the clamp force of exerting on the inboard rear wheel and the required clamp force of the inboard rear wheel of current road surface change back is less, so can release the clamp force of exerting on the inboard rear wheel in time to reduce to the required clamp force of the inboard rear wheel of current road surface change back, and then promoted response speed, in order to avoid the inboard rear wheel locking and appear dangerous condition such as out of control, turn on one's side, ensured user safety.

The preset increment is set according to actual conditions, and the method is not limited in the application.

Step 202: and determining the road surface where the vehicle is currently located according to the relationship between the increased clamping force and the slip ratio of the outer rear wheel.

In the embodiment of the application, the relationship between each different clamping force and slip ratio in the low-adhesion road surface can be preset and configured as a low-adhesion road surface query table; the relationship between each of the different clamping force and slip ratio in the high adhesion road surface is also set in advance and configured as a high adhesion road surface look-up table.

In the process of vehicle extreme steering, the clamping force applied to the outer rear wheel and the slip ratio of the outer rear wheel can be collected in real time, and when the same clamping force and slip ratio with corresponding relations are inquired in the low-attachment road surface inquiry table, the road surface where the vehicle is located at present is determined to be the low-attachment road surface; and when the same clamping force and slip ratio with the corresponding relation are inquired in the high-attachment road surface inquiry table, determining that the road surface where the vehicle is located is the high-attachment road surface.

Wherein, the high-adhesion pavement refers to the pavement with larger friction coefficient, such as asphalt pavement, cement pavement, concrete pavement and the like; the low adhesion road surface refers to a road surface with a small friction coefficient, such as an ice surface and a snow surface.

Step 203: when the road surface on which the vehicle is currently located is a low-adhesion road surface, the operation frequency of the brake caliper for controlling the inner rear wheel is increased, and the braking frequency of the brake caliper for the inner rear wheel is the frequency at which the brake caliper for the inner rear wheel clamps or releases the inner rear wheel.

In the embodiment of the present invention, in the process of gradually increasing the clamping force on the inner rear wheel, the brake caliper of the inner rear wheel is not controlled to be in the clamping state all the time, but is controlled to be switched between the clamping state and the release state, so that the clamping force on the inner rear wheel is gradually increased.

In the case where it is determined that the road surface on which the vehicle is currently located is a low-adhesion road surface, the frequency of operation of the brake caliper of the inner rear wheel may be controlled to increase, that is, the frequency of release and clamping of the brake caliper of the inner rear wheel may be controlled to increase, so that the duration of the clamping force acting on the inner rear wheel may be increased, and the turning radius of the vehicle may be further reduced.

In addition, because the low-attachment road surface is smooth, even if the frequency of controlling the brake caliper of the inner rear wheel to loosen and clamp is increased, the inner rear wheel slides forwards on the low-attachment road surface, and the smooth low-attachment road surface does not wear the inner rear wheel too much and does not wear the tire of the inner rear wheel too much.

Step 204: and a brake caliper for controlling the inner rear wheel to operate less frequently when a road surface on which the vehicle is currently located is a high-adhesion road surface.

In the embodiment of the application, when the road surface where the vehicle is currently located is a high-adhesion road surface, if the operating frequency of the brake caliper for controlling the inner rear wheel is increased or unchanged, the sliding components of the inner rear wheel are more and the rolling components are smaller in the moving process, so that the inner rear wheel moves on the high-adhesion road surface in a sliding manner, the surface of the high-adhesion road surface is rougher, the friction coefficient is larger, and when the inner rear wheel slides on the high-adhesion road surface, the tire of the inner rear wheel can be worn.

Under the condition that the road surface where the vehicle is located is determined to be a high-attachment road surface, the action frequency of the brake caliper of the inner rear wheel can be controlled to be reduced, namely, the frequency of loosening and clamping the brake caliper of the inner rear wheel is controlled to be reduced, so that the clamping force acting on the inner rear wheel is reduced, the sliding component of the inner rear wheel in the moving process can be reduced, the rolling component of the inner rear wheel in the moving process is increased, and the abrasion of tires of the inner rear wheel is reduced because the inner rear wheel rolls on the high-attachment road surface to move forwards.

In the traditional steering control method, an ABS (anti-lock braking system) is used for controlling the brake caliper to release and clamp so as to avoid locking of a vehicle, but if the brake caliper is controlled to release and clamp by adopting the same action frequency on all road surfaces, the turning radius cannot be further reduced when the vehicle runs on a low-attachment road surface, and a better steering effect cannot be obtained; on high attachment surfaces, extreme steering also wears the tire.

In the application, the brake calipers are controlled to output different action frequencies based on different types of road surfaces, and under the condition that the current road surface of the vehicle is a low-attachment road surface, the action frequency of the brake calipers for controlling the inner rear wheels is increased, the clamping force acting on the inner rear wheels is increased, and the turning radius of the vehicle can be further reduced; when the road surface on which the vehicle is currently located is a high-adhesion road surface, the frequency of operation of the brake caliper that controls the inner rear wheel is reduced, and the wear of the tires of the inner rear wheel is reduced.

Further, the auxiliary steering function may reduce the clamping force on the inner rear wheel and increase the clamping force on the outer rear wheel when it is monitored that the locking rate of the inner rear wheel is less than the locking rate threshold and the slip rate of the outer rear wheel is greater than or equal to the slip rate threshold.

Specifically, as shown in fig. 2, when it is monitored that the locking rate of the inner rear wheel is smaller than the locking rate threshold and the slip rate of the outer rear wheel is greater than or equal to the slip rate threshold, it is determined that the inner rear wheel of the vehicle is in a rotational state in which the inner rear wheel can normally rotate and the outer rear wheel is in a slip state, and at this time, the clamping force applied to the inner rear wheel can be reduced, so that the inner rear wheel can have a larger forward power, and the clamping force applied to the outer rear wheel is increased, so that the outer rear wheel is switched from the slip state to a non-slip state, and damage to components such as a transmission and the like due to the outer rear wheel being in the slip state of idle rotation is avoided.

The non-slip state refers to a state in which the outer rear wheel stops rotating.

Thus, the inner rear wheel with larger advancing power can drag the outer rear wheel to move forwards, and the whole vehicle is driven to move forwards more easily to avoid the situation that the vehicle slips and cannot move forwards.

Further, the auxiliary steering function may reduce the clamping force on the inner rear wheel when it is monitored that the locking rate of the inner rear wheel is greater than or equal to the locking rate threshold and the slip rate of the outer rear wheel is less than the slip rate threshold.

Specifically, referring to fig. 2, when it is monitored that the locking rate of the inner rear wheel is greater than or equal to the locking rate threshold and the slip rate of the outer rear wheel is less than the slip rate threshold, it is determined that the inner rear wheel of the vehicle is in a locked state and the outer rear wheel is in a rotating state capable of normally driving. At this time, the clamping force applied to the inner rear wheel can be reduced to switch the inner rear wheel from the locked state to the rotational state in which normal running is possible, and since the outer rear wheel itself can be rotated normally, adjustment of the clamping force applied to the outer rear wheel is not required.

Accordingly, in the case where both the outside rear wheel and the inside rear wheel can normally rotate, the vehicle can naturally travel forward during extreme steering.

In addition, in the case where there is locking of the inner side wheels during extreme cornering of the vehicle and the outer side rear wheels can normally run forward, if the vehicle is extreme cornering on a high-attachment road surface, the locked inner side rear wheels slide on the high-attachment road surface, which results in greater tire wear of the inner side rear wheels; if the vehicle turns on a low-attachment road surface in a limited way, the locked rear wheels on the inner side are not moved, and when the wheels on the outer side normally run, the vehicle can drift to the tail, so that the safety of personnel in the vehicle is endangered.

After the clamping force applied to the inner rear wheel is reduced, the inner rear wheel is in a rotating state on a high-attachment road surface, the tire abrasion of the inner rear wheel can be reduced, the inner rear wheel is in a rotating state on a low-attachment road surface and can also rotate with the outer rear wheel, the tail flicking problem caused by the rotation of the inner rear wheel and the outer rear wheel can be avoided, and the safety of personnel in the vehicle is guaranteed.

Further, when it is monitored by the auxiliary steering function that the locking rate of the inner rear wheel is greater than or equal to a locking rate threshold value and the slip rate of the outer rear wheel is greater than or equal to a slip rate threshold value, the method further includes: adjusting an auxiliary starting mechanism through the auxiliary steering function, wherein adjusting the auxiliary starting mechanism at least comprises: the differential lock is automatically closed.

Wherein, supplementary actuating mechanism includes at least: differential lock, gear, 4L mode, CCO crawling model switch, TAB tank steering switch, EPB switch.

The differential lock is used for enabling two wheels (such as two rear wheels) to rotate at different rotating speeds, and when the differential lock is unlocked, the two wheels can rotate at different rotating speeds; when the differential lock is closed, the two wheels are locked into a whole and can synchronously rotate.

In the existing scheme, if a driver needs to control a vehicle to enter a standby state of extreme steering, the driver needs to manually engage a D gear, switch to a 4L mode, press a CCO crawling model switch, then press a TAB tank steering switch, manually close a series of operations such as an EPB switch and a differential lock switch, and then enter the standby state, so that the manual operation is tedious, and the operation experience of the driver is reduced.

In the application, the auxiliary steering function recognizes that the locking rate of the inner rear wheel is greater than or equal to the locking rate threshold value, and under the condition that the slip rate of the outer rear wheel is greater than or equal to the slip rate threshold value, the driver is determined to have the limit steering intention, at the moment, in order to avoid the manual operation of the driver on the auxiliary starting mechanism, the auxiliary steering function can automatically switch the gear to the D gear and switch the vehicle to the 4L mode, the CCO crawling model switch and the TAB steering switch are started, and the EPB switch and the differential lock are closed, so that the vehicle enters a standby state about to turn at the limit.

Therefore, the auxiliary starting mechanism can be automatically adjusted through the auxiliary steering function, the driver does not need to manually adjust the auxiliary starting mechanism, and the operation experience of the driver is improved.

Example two

Based on the same inventive concept, another embodiment of the present application provides a steering brake device, as shown in fig. 3, the device including:

the first monitoring module is used for monitoring the speed of the vehicle and the steering wheel angle;

the activation module is used for activating an auxiliary steering function under the condition that the monitored vehicle speed is less than a vehicle speed threshold value and the steering wheel turning angle is greater than a turning angle threshold value;

the second monitoring module is used for monitoring the locking rate of the rear wheel on the inner side and the slip rate of the rear wheel on the outer side through the auxiliary steering function;

the first control module is used for increasing the clamping force of the outer rear wheel and reducing the clamping force of the inner rear wheel under the condition that the locking rate of the inner rear wheel is monitored to be greater than or equal to a locking rate threshold value and the slip rate of the outer rear wheel is monitored to be greater than or equal to a slip rate threshold value.

Optionally, the apparatus further comprises:

and the second control module is used for increasing the clamping force on the inner rear wheel under the condition that the locking rate of the inner rear wheel is monitored to be smaller than the locking rate threshold value and the slip rate of the outer rear wheel is monitored to be smaller than the slip rate threshold value.

Optionally, the second control module further comprises:

the road surface determining module is used for determining the road surface where the vehicle is located at present according to the relationship between the increased clamping force and the slip ratio of the outer rear wheel;

the first frequency control module is used for controlling the action frequency of a brake caliper of an inner rear wheel to increase under the condition that the road surface where the vehicle is located is a low-attachment road surface, wherein the braking frequency of the brake caliper of the inner rear wheel refers to the frequency of the brake caliper of the inner rear wheel for clamping or releasing the inner rear wheel;

and the second frequency control module is used for controlling the action frequency of the brake caliper of the inner rear wheel to be reduced under the condition that the road surface where the vehicle is located is a high-attachment road surface.

Optionally, the second control module comprises:

and the increment increasing module is used for gradually increasing the clamping force on the inner rear wheel according to preset increments.

Optionally, the apparatus further comprises:

and the third control module is used for reducing the clamping force on the inner rear wheel under the condition that the locking rate of the inner rear wheel is monitored to be greater than or equal to the locking rate threshold value and the slip rate of the outer rear wheel is monitored to be smaller than the slip rate threshold value.

Optionally, the apparatus further comprises:

and the fourth control module is used for reducing the clamping force of the inner rear wheel and increasing the clamping force of the outer rear wheel under the condition that the locking rate of the inner rear wheel is monitored to be smaller than the locking rate threshold value and the slip rate of the outer rear wheel is greater than or equal to the slip rate threshold value.

Optionally, the apparatus further comprises:

the adjusting module is used for adjusting the auxiliary starting mechanism through the auxiliary steering function;

wherein adjusting the auxiliary starting mechanism at least comprises: the differential lock is automatically closed.

Optionally, the first control module comprises:

the first control submodule is used for sending a first control signal to a wheel actuator motor of an inner rear wheel so that the actuator motor of the inner rear wheel can reduce the clamping force on the inner rear wheel through a brake caliper of the inner rear wheel;

and the second control submodule is used for sending a second control signal to the actuator motor of the outer rear wheel so as to enable the actuator motor of the outer rear wheel to increase the clamping force of the outer rear wheel through the brake caliper of the outer rear wheel.

EXAMPLE III

Based on the same inventive concept, an embodiment of the present application further provides an electronic device, including:

one or more processors; and

one or more machine-readable media having instructions stored thereon, which when executed by the one or more processors, cause the electronic device to perform a steering control method as described in embodiment one of the present application.

For the device embodiment, since it is basically similar to the method embodiment, the description is simple, and for the relevant points, refer to the partial description of the method embodiment.

The embodiments in the present specification are described in a progressive manner, each embodiment focuses on differences from other embodiments, and the same and similar parts among the embodiments are referred to each other.

As will be appreciated by one of skill in the art, embodiments of the present application may be provided as a method, apparatus, or computer program product. Accordingly, embodiments of the present application may take the form of an entirely hardware embodiment, an entirely software embodiment or an embodiment combining software and hardware aspects. Furthermore, embodiments of the present application may take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, and the like) having computer-usable program code embodied therein.

Embodiments of the present application are described with reference to flowchart illustrations and/or block diagrams of methods, terminal devices (systems), and computer program products according to embodiments of the application. It will be understood that each flow and/or block of the flow diagrams and/or block diagrams, and combinations of flows and/or blocks in the flow diagrams and/or block diagrams, can be implemented by computer program instructions. These computer program instructions may be provided to a processor of a general purpose computer, special purpose computer, embedded processor, or other programmable data processing terminal to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing terminal, create means for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.

These computer program instructions may also be stored in a computer-readable memory that can direct a computer or other programmable data processing terminal to function in a particular manner, such that the instructions stored in the computer-readable memory produce an article of manufacture including instruction means which implement the function specified in the flowchart flow or flows and/or block diagram block or blocks.

These computer program instructions may also be loaded onto a computer or other programmable data processing terminal to cause a series of operational steps to be performed on the computer or other programmable terminal to produce a computer implemented process such that the instructions which execute on the computer or other programmable terminal provide steps for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.

While preferred embodiments of the present application have been described, additional variations and modifications of these embodiments may occur to those skilled in the art once they learn of the basic inventive concepts. Therefore, it is intended that the appended claims be interpreted as including the preferred embodiment and all such alterations and modifications as fall within the true scope of the embodiments of the application.

Finally, it should also be noted that, herein, relational terms such as first and second, and the like may be used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Also, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or terminal that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or terminal. Without further limitation, an element defined by the phrase "comprising an … …" does not exclude the presence of other like elements in a process, method, article, or terminal that comprises the element.

The steering control method, the steering control device, and the electronic device provided by the present application are introduced in detail, and a specific example is applied in the present application to explain the principle and the implementation of the present application, and the description of the above embodiment is only used to help understand the method and the core idea of the present application; meanwhile, for a person skilled in the art, according to the idea of the present application, there may be variations in the specific embodiments and the application scope, and in summary, the content of the present specification should not be construed as a limitation to the present application.

Claims (10)

1. A steering control method, characterized in that the method comprises:

monitoring the speed and the steering wheel angle of the vehicle;

activating an auxiliary steering function under the condition that the monitored vehicle speed is less than a vehicle speed threshold value and the steering wheel turning angle is greater than a turning angle threshold value;

monitoring the locking rate of the inner rear wheel and the slip rate of the outer rear wheel through the auxiliary steering function;

and under the condition that the locking rate of the inner rear wheel is monitored to be greater than or equal to a locking rate threshold value and the slip rate of the outer rear wheel is monitored to be greater than or equal to a slip rate threshold value, increasing the clamping force on the outer rear wheel and reducing the clamping force on the inner rear wheel.

2. The method of claim 1, further comprising:

and under the condition that the monitored locking rate of the inner rear wheel is smaller than the locking rate threshold value and the monitored slip rate of the outer rear wheel is smaller than the slip rate threshold value, increasing the clamping force on the inner rear wheel.

3. The method of claim 2, wherein in the event that it is monitored that the locking rate of the inboard rear wheel is less than the locking rate threshold and the slip rate of the outboard rear wheel is less than the slip rate threshold, increasing the clamping force to the inboard rear wheel, the method further comprises:

determining the road surface where the vehicle is currently located according to the relationship between the increased clamping force and the slip ratio of the outer rear wheel;

controlling the operation frequency of a brake caliper of an inner rear wheel to increase when the road surface where the vehicle is currently located is a low-adhesion road surface, wherein the brake frequency of the brake caliper of the inner rear wheel refers to the frequency of the brake caliper of the inner rear wheel clamping or releasing the inner rear wheel;

and a brake caliper for controlling the inner rear wheel to operate less frequently when a road surface on which the vehicle is currently located is a high-adhesion road surface.

4. The method of claim 2, wherein increasing the clamping force on the inboard rear wheel comprises:

and gradually increasing the clamping force on the inner rear wheel according to a preset increment.

5. The method of claim 1, further comprising:

and reducing the clamping force on the inner rear wheel under the condition that the locking rate of the inner rear wheel is monitored to be greater than or equal to the locking rate threshold value and the slip rate of the outer rear wheel is monitored to be smaller than the slip rate threshold value.

6. The method of claim 1, further comprising:

and under the condition that the locking rate of the inner rear wheel is monitored to be smaller than the locking rate threshold value and the slip rate of the outer rear wheel is monitored to be larger than or equal to the slip rate threshold value, reducing the clamping force on the inner rear wheel and increasing the clamping force on the outer rear wheel.

7. The method of claim 1, wherein in the event that it is monitored by the auxiliary steering function that the locking rate of the inboard rear wheels is greater than or equal to a locking rate threshold and the slip rate of the outboard rear wheels is greater than or equal to a slip rate threshold, the method further comprises:

adjusting an auxiliary starting mechanism through the auxiliary steering function;

wherein adjusting the auxiliary starting mechanism at least comprises: the differential lock is automatically closed.

8. The method of claim 1, wherein increasing the clamping force on the outboard rear wheel and decreasing the clamping force on the inboard rear wheel comprises:

sending a first control signal to an actuator motor of an outer rear wheel so that the actuator motor of the outer rear wheel increases the clamping force of the outer rear wheel to a first target clamping force through a brake caliper of the outer rear wheel;

and sending a second control signal to the wheel actuator motor of the inner rear wheel so that the actuator motor of the inner rear wheel reduces the clamping force of the inner rear wheel to a second target clamping force through the brake caliper of the inner rear wheel.

9. A steering control apparatus, characterized in that the apparatus comprises:

the first monitoring module is used for monitoring the speed of the vehicle and the steering wheel angle;

the activation module is used for activating an auxiliary steering function under the condition that the monitored vehicle speed is less than a vehicle speed threshold value and the steering wheel turning angle is greater than a turning angle threshold value;

the second monitoring module is used for monitoring the locking rate of the rear wheel on the inner side and the slip rate of the rear wheel on the outer side through the auxiliary steering function;

the first control module is used for increasing the clamping force of the outer rear wheel and reducing the clamping force of the inner rear wheel under the condition that the locking rate of the inner rear wheel is monitored to be greater than or equal to a locking rate threshold value and the slip rate of the outer rear wheel is monitored to be greater than or equal to a slip rate threshold value.

10. An electronic device, comprising:

one or more processors; and

one or more machine readable media having instructions stored thereon that, when executed by the one or more processors, cause the electronic device to perform the steering control method of any of claims 1-8.

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