CN117584942B - Vehicle steering assist system, control unit thereof, and control method thereof - Google Patents
Vehicle steering assist system, control unit thereof, and control method thereof Download PDFInfo
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- CN117584942B CN117584942B CN202410070942.0A CN202410070942A CN117584942B CN 117584942 B CN117584942 B CN 117584942B CN 202410070942 A CN202410070942 A CN 202410070942A CN 117584942 B CN117584942 B CN 117584942B
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- 238000000034 method Methods 0.000 title claims abstract description 53
- 230000009467 reduction Effects 0.000 claims description 55
- 230000008569 process Effects 0.000 claims description 16
- 230000003993 interaction Effects 0.000 claims description 9
- 238000011946 reduction process Methods 0.000 claims description 6
- 238000012545 processing Methods 0.000 claims description 3
- 230000035945 sensitivity Effects 0.000 claims description 3
- 238000009825 accumulation Methods 0.000 claims description 2
- 230000007423 decrease Effects 0.000 description 19
- 230000006870 function Effects 0.000 description 19
- 238000004422 calculation algorithm Methods 0.000 description 10
- 238000005259 measurement Methods 0.000 description 8
- 238000012821 model calculation Methods 0.000 description 6
- 238000004891 communication Methods 0.000 description 5
- 238000012360 testing method Methods 0.000 description 5
- 238000011217 control strategy Methods 0.000 description 4
- 230000004044 response Effects 0.000 description 4
- 230000003247 decreasing effect Effects 0.000 description 3
- 230000002452 interceptive effect Effects 0.000 description 3
- 238000004364 calculation method Methods 0.000 description 2
- 230000001276 controlling effect Effects 0.000 description 2
- 230000000875 corresponding effect Effects 0.000 description 2
- 238000003491 array Methods 0.000 description 1
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/02—Control of vehicle driving stability
- B60W30/045—Improving turning performance
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
- B60W10/182—Conjoint control of vehicle sub-units of different type or different function including control of braking systems including control of parking brakes
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/20—Conjoint control of vehicle sub-units of different type or different function including control of steering systems
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- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Automation & Control Theory (AREA)
- Steering Control In Accordance With Driving Conditions (AREA)
- Regulating Braking Force (AREA)
Abstract
The invention provides a vehicle steering auxiliary system, a control unit and a control method thereof. The vehicle steering control method includes: during steering of the vehicle, it is determined whether or not the front axle actual axle speed of the vehicle is greater than the front axle predetermined axle speed, and the drive torque of the front axle is reduced based on the axle speed difference between the front axle actual axle speed and the front axle predetermined axle speed until the front axle actual axle speed falls to the front axle predetermined axle speed.
Description
Technical Field
The present invention relates generally to the technical field of vehicle steering assistance. More particularly, the present invention relates to a vehicle steering assist system, a vehicle steering control method and a corresponding control unit.
Background
When the vehicle is traveling on a narrow road or under a complex environment, it is not easy for the driver to handle the steering of the vehicle, because achieving the steering of the vehicle in such a scene requires the driver to have a skillful driving technique to steer the vehicle with a small turning radius. If a novice driver encounters such a scenario, the vehicle is typically operated to repeatedly advance and retract in an attempt to reduce the vehicle steering radius, which can result in a long time taken to complete the vehicle steering. Furthermore, there is a risk of collision during repeated forward and reverse movements of the vehicle.
Disclosure of Invention
In view of the above-mentioned problems of the prior art, the present invention proposes a driving assistance solution that is capable of providing a reduced vehicle turning radius, thereby providing a satisfactory user experience in terms of vehicle steering assistance.
According to an embodiment of one aspect of the present invention, there is provided a vehicle steering control method including: during steering of the vehicle, it is determined whether or not the front axle actual axle speed of the vehicle is greater than the front axle predetermined axle speed, and the drive torque of the front axle is reduced based on the axle speed difference between the front axle actual axle speed and the front axle predetermined axle speed until the front axle actual axle speed is reduced to the front axle predetermined axle speed. Wherein reducing the drive torque of the front axle based on the axle speed difference includes: determining a first torque reduction coefficient based on the shaft speed difference, and calculating a first target driving torque based on the first torque reduction coefficient, wherein the first torque reduction coefficient is used for reducing the actual shaft speed of the front shaft to the preset shaft speed of the front shaft according to a preset shaft speed reduction slope in the torque reduction process; determining a second torque reduction coefficient based on the shaft speed difference, and calculating a second target driving torque based on the second torque reduction coefficient, wherein the second torque reduction coefficient is used for enabling fluctuation of the actual shaft speed of the front shaft to be in a shaft speed preset fluctuation range in the torque reduction process; and determining a front axle target driving torque based on the first target driving torque and the second target driving torque so that a driving system of the vehicle performs torque reduction on the front axle in accordance with the front axle target driving torque.
In one embodiment, calculating the first target drive torque based on the first torque reduction coefficient includes: the first target drive torque is obtained based on a product of the shaft speed difference and a first torque reduction coefficient.
In one embodiment, calculating the second target drive torque based on the second torque reduction coefficient includes: the second target driving torque is obtained based on the current driving torque of the front axle and the torque accumulated value. The torque accumulated value is obtained by accumulating a torque added value for one or more predetermined time periods, the torque added value being obtained based on a product of the shaft speed difference, the second torque reduction coefficient, and the predetermined time period.
In one embodiment, the vehicle steering control method further includes: comparing the actual wheel speeds of the front wheels of the vehicle with the predetermined wheel speeds of the front wheels; taking a front wheel with the actual wheel speed being larger than the preset wheel speed of the front wheel as a target brake wheel based on the comparison result; and braking the target brake wheel based on a wheel speed difference between an actual wheel speed of the target brake wheel and a front wheel predetermined wheel speed to reduce the wheel speed of the target brake wheel until the wheel speed of the target brake wheel is reduced to be equal to the front wheel predetermined wheel speed.
In one embodiment, the front wheel predetermined wheel speed is obtained based on the front axle predetermined axle speed and a predetermined deviation amount, and wherein the predetermined deviation amount is associated with an intervention sensitivity of a brake control that brakes a target brake wheel.
In one embodiment, reducing the wheel speed of the target brake wheel based on the wheel speed difference between the actual wheel speed of the target brake wheel and the predetermined wheel speed of the front wheel includes: determining a first braking coefficient based on the wheel speed difference, and calculating a first target braking force based on the first braking coefficient, wherein the first braking coefficient is used for enabling the wheel speed of a target braking wheel to be reduced to a front wheel preset wheel speed according to a wheel speed preset reducing slope in a braking process; determining a second braking coefficient based on the wheel speed difference, and calculating a second target braking force based on the second braking coefficient, wherein the second braking coefficient is used for enabling fluctuation of the actual wheel speed of the target braking wheel in a wheel speed preset wheel speed fluctuation range in the braking process; and determining a target braking force of the target brake wheel based on the first target braking force and the second target braking force so that a brake system of the vehicle performs braking on the target brake wheel in accordance with the target braking force.
In one embodiment, calculating the first target braking force based on the first braking coefficient includes: the first target braking force is obtained based on a product of the wheel speed difference and a first braking coefficient.
In one embodiment, calculating the second target braking force based on the second braking coefficient includes: and obtaining the second target braking force based on the sum of the current braking force of the target braking wheel and the braking force accumulated value. Wherein the braking force accumulation value is obtained by accumulating braking force added values for one or more predetermined time periods, the braking force added values being obtained based on a product of the wheel speed difference, the second braking coefficient, and the predetermined time period.
In one embodiment, the vehicle steering control method further includes: judging whether the actual axle speed of the rear axle of the vehicle is greater than the preset axle speed of the rear axle in the steering process of the vehicle; and when the determination result is affirmative, reducing the drive torque of the rear axle based on the axle speed difference between the rear axle actual axle speed and the rear axle predetermined axle speed until the rear axle actual axle speed is reduced to the rear axle predetermined axle speed. Wherein the rear axle predetermined axle speed is less than the front axle predetermined axle speed.
In one embodiment, the vehicle steering control method further includes: comparing the actual wheel speeds of the respective rear wheels of the vehicle with the rear wheel predetermined wheel speeds; taking a rear wheel with the actual wheel speed being larger than the preset wheel speed of the rear wheel as a target brake wheel based on the comparison result; and braking the target braking wheel based on a wheel speed difference between the actual wheel speed of the target braking wheel and the rear wheel preset wheel speed to reduce the wheel speed of the target braking wheel until the wheel speed of the target braking wheel is reduced to be equal to the rear wheel preset wheel speed. Wherein the rear wheel predetermined wheel speed is smaller than the front wheel predetermined wheel speed.
In one embodiment, the rear axle predetermined axle speed and/or the rear wheel predetermined wheel speed are predetermined as: so that the whole vehicle is steered in a manner of rotating around a predetermined rotation center point on the rear axle.
In one embodiment, the vehicle steering control method is performed under a condition that the vehicle is in a condition that the front axle torque is forward and the rear axle torque is rearward, and can make the resultant force of the forward longitudinal force and the rearward longitudinal force in the vehicle body longitudinal direction zero.
According to an embodiment of another aspect of the present invention, there is provided a control unit for controlling steering of a vehicle, including one or more processing modules configured to perform the vehicle steering control method as described above.
According to an embodiment of still another aspect of the present invention, there is provided a vehicle steering assist system including: a sensor unit configured to acquire information related to steering of the vehicle; a human-machine interaction interface configured to receive an input indicative of a driver of the vehicle turning on a steering assist function; and a control unit as described above, communicatively connected to the sensor unit and the man-machine interaction interface, respectively, configured to perform steering assist control for reducing a turning radius of the vehicle.
According to an embodiment of a further aspect of the present invention there is provided a machine readable storage medium storing executable instructions that when executed cause a processor to perform a vehicle control method as described above.
The foregoing presents a simplified summary of the invention in order to provide a basic understanding of such aspects, and is provided as a prelude to the more detailed description that is presented later.
Drawings
The technical solution of the present invention will be more apparent from the following detailed description with reference to the accompanying drawings. It is to be understood that these drawings are solely for purposes of illustration and are not intended as a definition of the limits of the invention.
FIG. 1 is a schematic block diagram of a vehicle steering assist system according to an embodiment of the invention.
Fig. 2 is a flowchart of a vehicle steering control method according to an embodiment of the present invention.
Detailed Description
Embodiments of the present invention provide a vehicle steering assist solution that is capable of providing automated control of turning radius reduction in a driver assisted driving mode. Hereinafter, there is a place where this is referred to as steering assist control in the steering assist mode.
According to the embodiment of the invention, the whole vehicle is steered in such a manner as to rotate around a predetermined rotation center point (for example, a rear axle center point) on the rear axle as much as possible under the condition that the front axle torque of the vehicle is forward and the rear axle torque is rearward, thereby realizing steering with a small turning radius. During steering, the front-rear axle torque varies with the driver's operation of the accelerator pedal. In general, the greater the accelerator pedal opening, the greater the torque distributed to the front and rear axles, and the torque distribution can achieve (or be maximally approximated to) that the longitudinal forces cancel each other in the longitudinal direction of the vehicle body (i.e., the sum of the forward longitudinal force and the rearward longitudinal force is zero). This object can be achieved by a drive control and/or a brake control according to an embodiment of the present invention.
It should be understood that, in the embodiment of the present invention, "forward" refers to a direction directed toward the vehicle head in the vehicle body longitudinal direction (e.g., a direction directed toward the vehicle head from the vehicle centroid in the vehicle body longitudinal direction), and "rearward" refers to a direction directed toward the vehicle tail in the vehicle body longitudinal direction (e.g., a direction directed toward the vehicle tail from the vehicle centroid in the vehicle body longitudinal direction).
According to an embodiment of the present invention, the steering assist control includes a torque control based on a shaft speed, and also includes a brake control based on a wheel speed. By so controlling, it is possible to ensure smoothness of the vehicle during steering while achieving a reduction in the turning radius of the vehicle, thereby providing a reduction in the turning radius in a seamless automatic manner for the vehicle driver.
It is noted that various thresholds and various predetermined values are employed in embodiments of the present invention, such as, for example, a shaft speed fluctuation amplitude threshold, a shaft speed fluctuation frequency threshold, a wheel speed fluctuation amplitude threshold, a wheel speed fluctuation frequency threshold, a shaft speed predetermined decrease slope, a wheel speed predetermined decrease slope, a predetermined deviation amount, etc., which are predetermined, and which may be predetermined, for example, based on actual vehicle test results and/or models. The invention is not limited to their specific values.
Moreover, these thresholds may also be set to custom thresholds or predetermined values based on the preferences or requirements of the vehicle user (e.g., OEM or vehicle driver) so that the vehicle steering style meets the vehicle user's preferences. It should be appreciated that the customized threshold or predetermined value that meets the vehicle user's preference is determined while substantially ensuring safety during a vehicle turn. Thus, these customized thresholds or predetermined values should be understood to satisfy vehicle user preferences to some extent without following the vehicle user preferences at the expense of vehicle safety.
In the following, embodiments of the invention are described with reference to the accompanying drawings.
Fig. 1 schematically illustrates a vehicle steering assist system 100 (hereinafter simply referred to as system 100) according to an embodiment of the invention. The system 100 is provided on the vehicle V, and thus the system 100 is an on-vehicle system. As shown in fig. 1, the system 100 includes: the system comprises a sensor unit 10, a human-machine interaction interface (HMI: human Machine Interface) 20, a control unit 30 and an execution unit 40.
The sensor unit 10 is used to provide vehicle steering state related information such as wheel speed (wheel speed of each wheel), axle speed (front axle speed and rear axle speed), vehicle body yaw rate, accelerator pedal opening, and steering angle.
The vehicle steering state related information may be obtained directly based on the measurement value of the sensor or may be obtained by calculating the measurement value of the sensor. For example, the steering wheel angle may be directly derived based on the measurement of the steering wheel angle sensor. The wheel speed may be directly obtained from the measurement of the wheel speed sensor. The front axle speed can be obtained by calculating the average of the wheel speed of the left front wheel and the wheel speed of the right front wheel. The rear axle speed can be obtained by calculating the average of the wheel speed of the left rear wheel and the wheel speed of the right rear wheel.
In one embodiment, the sensor unit 10 may include a sensor for sensing a vehicle condition (e.g., wheel speed, steering wheel angle). The sensor unit 10 may also include a sensor for receiving vehicle state information via V2X communication, e.g., receiving information related to vehicle steering state from other vehicles, edge clouds, or cloud servers via V2X communication.
The human-machine interaction interface 20 is capable of interacting with a driver of the vehicle V to receive a driver input for the driver to turn on or off a steering assist function (hereinafter, referred to as a function for brevity) according to an embodiment of the present invention. In other words, the steering assist function according to the embodiment of the invention is started by the driver and turned off by the driver. For example, when the driver provides an input to the human-machine interface 20 indicating that a function is turned on, the function is activated and enters a standby state, and a warning of information of steering assistance is provided to the driver during a vehicle turn.
The human-machine interaction interface 20 may be implemented by means of an interactive display in the vehicle V and provides soft switches (e.g. virtual buttons) on the interactive display. The man-machine interface 20 may also be implemented by means of hard switches or buttons in the vehicle V. The human-machine interaction interface 20 may also be implemented by means of an interactive voice interface in the vehicle V. Thus, the driver may provide input to the human-machine interface 20 for turning on or off functions in one or more of operating physical keys, operating virtual buttons, and voice input.
According to an embodiment of the present invention, the driver may provide an input for turning on the function to the human-machine interface 20 when the vehicle is stationary or in a driving state. When the vehicle is in a running state, the driver cannot activate the function, and when an input indicating that the function is turned on is received, the function enters a standby state, and when a condition to be activated (for example, a preset running condition including the function is satisfied, an execution unit does not report an error, and signal communication is normal) is satisfied, the function is activated.
The control unit 30 is in communication connection with the sensor unit 10 and the human-computer interaction interface 20, respectively. The control unit 30 is configured to decide a steering assist strategy based on information related to vehicle steering from the sensor unit 10 to assist the vehicle in reducing the turning radius, for example, such that the vehicle turns in a manner that the front axle sweeps around the rear axle.
In one embodiment, the control unit 30 may include a functional status management module 31, a torque control module 32, and a braking force control module 33. It will be appreciated that the naming of these modules is functional and is not intended to limit their implementation or physical location. For example, the modules may be implemented on the same chip or circuit, or may be implemented on different chips or circuits. Also, each module may be further divided into a plurality of sub-modules. Any two or three of these modules may be combined into one module.
The control unit 30 may be implemented in hardware or software or a combination of software and hardware. For portions implemented in hardware, it may be implemented in one or more Application Specific Integrated Circuits (ASICs), digital Signal Processors (DSPs), data Signal Processing Devices (DSPDs), programmable Logic Devices (PLDs), field Programmable Gate Arrays (FPGAs), processors, controllers, micro-controllers, microprocessors, electronic units designed to perform their functions, or a combination thereof. For portions implemented in software, they may be implemented by means of microcode, program code or code segments, which may also be stored in a machine-readable storage medium, such as a storage component.
In one embodiment, the control unit 30 includes a memory and a processor. The memory contains instructions that, when executed by the processor, cause the processor to perform a steering control method according to an embodiment of the invention.
The control unit 30 may be provided in an Electronic Control Unit (ECU) of the vehicle V, in a vehicle body controller (VCU), in a domain controller of the vehicle V, or in separate vehicle controllers.
The execution unit 40 is communicatively connected to the control unit 30 for executing the steering assist strategy decision by the control unit 30. The execution unit 40 comprises, for example, a brake system of the vehicle for executing a control strategy regarding the braking force, which is decided by the control unit 30. The execution unit 40 also comprises, for example, the driving system of the vehicle for executing the control strategy regarding the driving torque, which is decided by the control unit 30. Execution unit 40 may also include other Electronic Control Units (ECU) or body controllers (VCU) in signal connection with control unit 30.
Having described the exemplary system described above, an exemplary method will now be described. It should be understood that the operations (steps) involved in the methods described below need not be performed in the exact order described. Conversely, multiple operations may be handled in a different order or simultaneously, and operations may be added or omitted.
Fig. 2 illustrates a vehicle steering control method 200 according to an embodiment of the invention. The method 200 may be performed by the control unit 30 described above.
At block 210, when the preset operation condition of the function is met, the execution unit does not report an error, and the signal communication is normal, the function status management module 31 controls the function to enter a standby (standby) state in response to receiving a signal from the human-computer interaction interface 20 indicating that the driver has turned on the function.
At block 220, the functional state management module 31 controls the vehicle to enter a steering assist mode to provide steering assist control for reducing the turning radius of the vehicle in response to receiving a signal indicative of the steering intent of the driver while the vehicle is in a driving state.
According to the embodiment of the invention, the signal indicating the steering intention of the driver refers to a signal capable of representing the sufficient steering intention of the driver, for example, an accelerator opening degree is larger than an accelerator start threshold value (a force value indicating the driver's force to step on an accelerator pedal exceeds a threshold force value) and a steering wheel angle is larger than a steering wheel angle threshold value (an angle indicating the driver's left-hand or right-hand steering wheel exceeds a threshold angle).
In block 230, the torque control module 32 torque controls the front axle based on an axle speed difference between the actual axle speed of the front axle and the predetermined axle speed of the front axle. A specific implementation of block 230 is described below.
First, the torque control module 32 determines whether the actual axle speed of the front axle is greater than a predetermined axle speed of the front axle.
According to the embodiment of the present invention, the front axle actual axle speed is an average of the actual wheel speeds of the two front wheels, that is, an average of the actual wheel speeds of the steering inner wheel and the steering outer wheel coupled to the front axle. The torque control module 32 may receive the front axle actual axle speed from the sensor unit 10. The torque control module 32 may also receive the actual wheel speed of the steering inner wheel and the actual wheel speed of the steering outer wheel coupled to the front axle from the sensor unit 10 and calculate an average of the received two actual wheel speeds to obtain the front axle actual axle speed.
According to an embodiment of the present invention, the front axle predetermined axle speed is predetermined based on the real vehicle test result. Therefore, the value of the front axle predetermined axle speed is correlated with the vehicle performance. For example, in the process of gradually accelerating the vehicle from rest, the front axle shaft speed of the vehicle is gradually increased, and at this time, the vehicle body yaw rate is increased as the front axle shaft speed increases. When it occurs that the vehicle body yaw rate no longer increases as the front axle shaft speed increases, the value of the vehicle body yaw rate at that time is determined as the vehicle body yaw rate limit value, and the front axle shaft speed at that time is determined as the front axle predetermined shaft speed. That is, the front axle predetermined axle speed corresponds to a vehicle body yaw rate limit value.
Additionally, according to embodiments of the present invention, the front axle predetermined axle speed may also be predetermined based on real vehicle test results and user preferences (e.g., demand from OEMs or driving style of vehicle driver obtained based on historical driving data). For example, after the front axle predetermined axle speed is determined by the above-described method, the determined front axle predetermined axle speed is reduced according to the user's preference, and the reduced front axle predetermined axle speed is taken as the final front axle predetermined axle speed. It will be appreciated that such a reduction is required to meet the safety and smoothness of the vehicle during steering, and therefore such a reduction does not entirely follow the user's preference, but rather adjusts towards the user's preference on the premise of meeting the safety and smoothness of the vehicle during steering.
If the above-described determination result is negative (i.e., the front axle actual axle speed is not greater than the front axle predetermined axle speed), the above-described determination is repeatedly performed. Namely, continuous monitoring and judgment: whether the actual shaft speed of the front shaft is greater than the predetermined shaft speed of the front shaft. In this case, control of the driving torque (e.g., torque distribution of the front and rear axles) is performed in accordance with the accelerator opening degree (in response to the operation of the accelerator pedal by the driver).
If the results of both of the above determinations are affirmative, the torque control module 32 decreases the drive torque of the front axle based on the axle speed difference between the front axle actual axle speed and the front axle predetermined axle speed until the front axle actual axle speed decreases to be equal to the front axle predetermined axle speed. For example, the torque control module 32 decreases the front axle drive torque based on the first and second torque reduction coefficients. That is, the drive torque of the front axle is reduced from the current drive shaft torque of the front axle based on the first and second torque reduction coefficients until the front axle actual axle speed is equal to the front axle predetermined axle speed.
The first torque reduction coefficient may be a proportional coefficient based on an axle speed difference between an actual axle speed of the front axle and a predetermined axle speed of the front axle. In one embodiment, the torque control module 32 dynamically adjusts the first torque reduction coefficient in positive correlation with the shaft speed differential, i.e., the first torque reduction coefficient increases as the shaft speed differential increases and decreases as the shaft speed differential decreases. In addition, the value of the first torque reduction coefficient can be adjusted in real vehicles according to specific applications. The first torque reduction coefficient is adjusted such that the actual shaft speed of the front axle is reduced to the predetermined shaft speed of the front axle in accordance with a predetermined reduction slope of the shaft speed during the torque reduction. The predetermined decreasing slope is predetermined based on real vehicle measurements and/or model calculations to ensure that the vehicle does not oscillate too strongly during the torque down process due to too great a decreasing slope of the axle speed and does not oscillate too slowly due to too small a decreasing slope of the axle speed.
The second torque reduction coefficient may be an integral coefficient based on an axle speed difference between the front axle actual axle speed and the front axle predetermined axle speed. In one embodiment, the torque control module 32 dynamically adjusts the second torque reduction coefficient in positive correlation with the shaft speed differential, i.e., the second torque reduction coefficient increases as the shaft speed differential increases and decreases as the shaft speed differential decreases. The second torque reduction coefficient is adjusted so that the fluctuation of the actual shaft speed of the front shaft during the torque reduction is within a predetermined fluctuation range of the shaft speed. Here, the fluctuation of the actual shaft speed of the front shaft within the predetermined fluctuation range of the shaft speed means: the fluctuation amplitude of the front axle actual axle speed is larger than zero and smaller than the axle speed fluctuation amplitude threshold value, and the fluctuation frequency of the front axle actual axle speed is larger than zero and smaller than the axle speed fluctuation frequency threshold value. The axle speed fluctuation amplitude threshold value and the axle speed fluctuation frequency threshold value are predetermined based on real vehicle measurement and/or model calculation and are used for ensuring that the smoothness of the vehicle is not negatively influenced due to overlarge axle speed fluctuation in the torque reduction process.
The torque control module 32 obtains a first target drive torque for the front axle based on the first torque reduction coefficient using the following algorithm: multiplying the shaft speed difference by a first torque reduction coefficient to obtain the first target drive torque. Here, the unit of the first torque reduction coefficient is Ns (N represents force, s represents seconds).
The torque control module 32 obtains a second target driving torque for the front axle based on the second torque reduction coefficient using the following algorithm: and adding the current driving torque of the front axle to the torque accumulated value to obtain the second target driving torque. The torque accumulated value is calculated as follows: the torque added value for each time period (the time period is, for example, a calculation period of a processor in which the torque control module 32 is located, or may be a preset time period) is accumulated, and the torque added value is obtained by multiplying the shaft speed difference by the second torque reduction coefficient and then by the time period. Here, the unit of the second torque reduction coefficient is N (N represents force).
The torque control module 32 obtains a target drive torque for the front axle based on the first target drive torque and the second target drive torque and sends the target drive torque to the execution unit 40 so that the execution unit 40 manipulates the drive system to execute the target drive torque for the front axle of the vehicle. The torque control module 32 may calculate an arithmetic sum of the first target drive torque and the second target drive torque to obtain a target drive torque for the front axle. In one embodiment, the torque control module 32 may implement the torque reduction control process described above with the aid of a proportional-integral (PI) controller model.
It can be seen that the torque control module 32 combines two algorithms (i.e., an algorithm based on the first torque reduction coefficient and an algorithm based on the second torque reduction coefficient) to obtain the control amount for torque reduction adjustment, thereby making the torque reduction process responsive and control accurate. Meanwhile, the smoothness of the vehicle in the process is ensured.
At block 240, the torque control module 32 torque controls the rear axle based on an axle speed difference between the actual axle speed of the rear axle and the predetermined axle speed of the rear axle. The torque control of the rear axle is the same as the manner of torque control of the front axle described above, and thus the description above regarding block 230 (i.e., the process of torque control of the front axle) applies equally here. Here, the difference is that: the rear axle predetermined axle speed is different from the front axle predetermined axle speed.
According to an embodiment of the present invention, during vehicle steering, the purpose of the control drive control of the rear axle is to assist vehicle steering in the following manner: the vehicle is pulled so that the vehicle (whole vehicle) rotates around a predetermined rotation center point on the rear axle. Based on this, the rear axle predetermined axle speed should be a small value, the specific value of which may be predetermined based on the actual vehicle test results and/or model calculations. According to an embodiment of the invention, the predetermined center of rotation of the vehicle is located on the rear axle of the vehicle and the distance from the midpoint of the rear axle is smaller than the predetermined distance. For example, the predetermined rotation center point is a rear axle midpoint, or a position point on the rear axle slightly offset from the rear axle center.
At block 250, the braking force control module 33 performs braking force control based on the wheel speed difference between the actual wheel speed of each front wheel (i.e., the actual wheel speed of each wheel coupled to the front axle) and the predetermined wheel speed of the front wheel. A specific implementation of block 250 is described below.
First, the braking force control module 33 compares the actual wheel speeds of the respective front wheels with the front wheel predetermined wheel speeds.
Then, the braking force control module 33 regards the front wheel whose actual wheel speed is greater than the predetermined wheel speed of the front wheel as the target brake wheel based on the comparison result.
According to an embodiment of the present invention, the front wheel predetermined wheel speed is preset, and the wheel speed of one front wheel coupled with the front axle will be made larger than the front wheel predetermined wheel speed, and the wheel speed of the other front wheel will be smaller than the front wheel predetermined wheel speed. For example, the front wheel predetermined wheel speed is the sum of the above-described front axle predetermined shaft speed and a predetermined offset amount. The predetermined offset is preset based on vehicle performance and may be considered as a sensitivity adjustment parameter for the brake control intervention of block 250. For example, if the predetermined offset amount is set too small, the brake control is interposed more frequently (i.e., when the wheel speed difference of the two front wheels is small, the brake control is interposed), resulting in a decrease in vehicle comfort, when the predetermined offset amount needs to be moderately increased.
According to an embodiment of the present invention, the braking force control module 33 may receive the actual wheel speeds of the respective front wheels from the sensor unit 10.
Then, the braking force control module 33 performs braking control on the target brake wheel based on a wheel speed difference between an actual wheel speed of the target brake wheel and a front wheel predetermined wheel speed until the actual wheel speed of the target brake wheel falls to the front wheel predetermined wheel speed. For example, the braking force control module 33 decreases the wheel speed of the target brake wheel based on the first braking coefficient and the second braking coefficient, i.e., decreases the current wheel speed of the target brake wheel to the front wheel predetermined wheel speed based on the first and second braking coefficients.
The first braking coefficient may be a proportional coefficient based on a wheel speed difference between an actual wheel speed of the target brake wheel and a predetermined wheel speed of the front wheel. In one embodiment, the braking force control module 33 dynamically adjusts the first braking coefficient in positive correlation with the wheel speed difference, i.e., the first braking coefficient increases as the wheel speed difference increases and decreases as the wheel speed difference decreases. In addition, the value of the first braking coefficient can be adjusted in real vehicles according to specific application scenes. The first brake coefficient is adjusted such that the actual wheel speed of the target brake wheel is reduced to the front wheel predetermined wheel speed in accordance with the wheel speed predetermined reduction slope during the torque reduction. The predetermined decrease slope is predetermined based on actual vehicle measurements and/or model calculations to ensure that the vehicle does not oscillate too strongly during braking due to too large a decrease slope of wheel speed and does not turn down too slowly due to too small a decrease slope of wheel speed.
The second braking coefficient may be an integral coefficient based on a wheel speed difference between an actual wheel speed of the target brake wheel and a predetermined wheel speed of the front wheel. In one embodiment, the braking force control module 33 dynamically adjusts the second braking coefficient in positive correlation with the wheel speed difference, i.e., the second braking coefficient increases as the wheel speed difference increases and decreases as the wheel speed difference decreases. The second brake coefficient is adjusted so that fluctuation of an actual wheel speed of the target brake wheel during braking is within a predetermined fluctuation range of the wheel speed. Here, fluctuation of the actual wheel speed of the target brake wheel within the wheel speed predetermined fluctuation range means: the fluctuation amplitude of the actual wheel speed of the target brake wheel is larger than zero and smaller than a wheel speed fluctuation amplitude threshold value, and the fluctuation frequency of the actual wheel speed of the target brake wheel is larger than zero and smaller than a wheel speed fluctuation frequency threshold value. The wheel speed fluctuation amplitude threshold value and the wheel speed fluctuation frequency threshold value are predetermined based on real vehicle measurement and/or model calculation and are used for ensuring that the smoothness of the vehicle is not negatively influenced by overlarge wheel speed fluctuation in the braking process.
The braking force control module 33 obtains a first target braking force of the target brake wheel based on the first braking coefficient and using the following algorithm: and multiplying the wheel speed difference by a first braking coefficient to obtain the first target braking force. Here, the unit of the first brake coefficient is Ns (N represents force, s represents seconds).
The torque control module 32 obtains a second target braking force for the target brake wheel based on the second brake coefficient and using the following algorithm: and adding the current braking force of the target braking wheel to the braking force accumulated value to obtain the second target braking force. The braking force accumulated value is calculated as follows: the braking force added value for each time period (the time period is, for example, a calculation period of a processor in which the torque control module 32 is located, or may be a time period set in advance) obtained by multiplying the wheel speed difference by the second braking coefficient and then by the time period is accumulated. Here, the unit of the second brake coefficient is N (N represents force).
The braking force control module 33 obtains a target braking force of the target brake wheel based on the first target braking force and the second target braking force, and sends the target braking force to the execution unit 40 so that the execution unit 40 operates the brake system to execute the target braking force on the target brake wheel of the vehicle. The braking force control module 33 may calculate an arithmetic sum of the first target braking force and the second target braking force to obtain a target braking force of the target brake wheel. In one embodiment, the braking force control module 33 may implement the braking control process described above with the aid of a proportional-integral (PI) controller model.
It can be seen that the braking force control module 33 combines two algorithms (i.e., the first brake coefficient-based algorithm and the second brake coefficient-based algorithm) to obtain the control amount for braking control, so that the braking process response is sensitive and the control accuracy is high. Meanwhile, the smoothness of the vehicle in the process is ensured.
At block 260, the braking force control module 33 performs braking force control based on the wheel speed difference between the actual wheel speed of each rear wheel (i.e., the actual wheel speed of each wheel coupled to the rear axle) and the predetermined wheel speed of the rear wheel. The braking control for the rear wheels is the same as that described above for the front wheels, and so the description above regarding block 250 applies equally here. Here, the difference is that: the rear wheel predetermined wheel speed is different from the front wheel predetermined wheel speed.
It will be appreciated that the purpose of rear wheel control according to the present invention is to assist vehicle steering during vehicle steering in the following manner: the rear axle holds the vehicle so that the vehicle (whole vehicle) rotates around a predetermined rotation center point on the rear axle. Based on this, the rear wheel predetermined wheel speed should be a small value, the specific value of which can be predetermined based on the actual vehicle test results and/or model calculations. According to an embodiment of the invention, the predetermined center of rotation of the vehicle is located on the rear axle of the vehicle and the distance from the midpoint of the rear axle is smaller than the predetermined distance. For example, the predetermined rotation center point is a rear axle midpoint, or a position point on the rear axle slightly offset from the rear axle center.
It should be appreciated that the present invention is not limited to the order of the various controls in blocks 230-260 described above. These control strategies (torque control or brake control) are executed when the corresponding judgment conditions are established, and the respective control strategies can be operated independently without mutual dependence or constraint relation.
Embodiments of the invention also provide a machine-readable storage medium storing executable instructions that, when executed, cause a machine to perform the vehicle steering control method 200 described above.
It is to be understood that software may be broadly interpreted as representing instructions, instruction sets, code segments, program code, programs, subroutines, software modules, applications, software packages, routines, subroutines, objects, threads of execution, procedures, functions, and the like. The software may reside in a computer readable medium. Computer-readable media may include, for example, memory, which may be, for example, a magnetic storage device (e.g., hard disk, floppy disk, magnetic strips), optical disk, smart card, flash memory device, random Access Memory (RAM), read-only memory (ROM), programmable ROM (PROM), erasable PROM (EPROM), electrically Erasable PROM (EEPROM), registers, or removable disk. Although the memory is shown separate from the processor in various aspects of the invention, the memory may also be located within the processor (e.g., in a cache or register).
The previous description is provided to enable any person skilled in the art to practice the various aspects described herein. Various modifications to these aspects will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other aspects. Accordingly, the claims are not intended to be limited to the aspects shown herein. All structural and functional equivalents to the elements of the various aspects described herein that are known or later come to be known to those of ordinary skill in the art are expressly incorporated herein by reference and are intended to be encompassed by the claims.
Claims (14)
1. A vehicle steering control method, comprising:
during the steering process of the vehicle, judging whether the actual axle speed of the front axle of the vehicle is greater than the preset axle speed of the front axle, and
reducing the driving torque of the front axle based on the axle speed difference between the actual axle speed of the front axle and the predetermined axle speed of the front axle until the actual axle speed of the front axle falls to the predetermined axle speed of the front axle,
wherein reducing the drive torque of the front axle based on the axle speed difference includes:
determining a first torque reduction coefficient based on the shaft speed difference, and calculating a first target driving torque based on the first torque reduction coefficient, wherein the first torque reduction coefficient is used for reducing the actual shaft speed of the front shaft to the preset shaft speed of the front shaft according to a preset shaft speed reduction slope in the torque reduction process;
determining a second torque reduction coefficient based on the shaft speed difference, and calculating a second target driving torque based on the second torque reduction coefficient, wherein the second torque reduction coefficient is used for enabling fluctuation of the actual shaft speed of the front shaft to be in a shaft speed preset fluctuation range in the torque reduction process; and
determining a front axle target driving torque based on the first target driving torque and the second target driving torque so that a driving system of the vehicle performs torque reduction on a front axle in accordance with the front axle target driving torque;
the vehicle steering control method further includes:
judging whether the actual axle speed of the rear axle of the vehicle is greater than the preset axle speed of the rear axle in the steering process of the vehicle; and
when the judgment result is affirmative, the drive torque of the rear axle is reduced based on the axle speed difference between the actual axle speed of the rear axle and the predetermined axle speed of the rear axle until the actual axle speed of the rear axle is reduced to the predetermined axle speed of the rear axle,
wherein the rear axle predetermined axle speed is less than the front axle predetermined axle speed.
2. The vehicle steering control method according to claim 1, wherein calculating the first target drive torque based on the first torque reduction coefficient includes:
the first target drive torque is obtained based on a product of the shaft speed difference and a first torque reduction coefficient.
3. The vehicle steering control method according to claim 1, wherein calculating the second target drive torque based on the second torque reduction coefficient includes:
the second target driving torque is obtained based on the current driving torque of the front axle and the torque accumulated value,
and wherein the torque accumulated value is obtained by accumulating a torque added value for one or more predetermined time periods, the torque added value being obtained based on a product of the shaft speed difference, the second torque reduction coefficient, and the predetermined time period.
4. The vehicle steering control method according to any one of claims 1 to 3, further comprising:
comparing the actual wheel speeds of the front wheels of the vehicle with the predetermined wheel speeds of the front wheels;
taking a front wheel with the actual wheel speed being larger than the preset wheel speed of the front wheel as a target brake wheel based on the comparison result; and
the target brake wheel is braked based on a wheel speed difference between an actual wheel speed of the target brake wheel and a front wheel predetermined wheel speed to reduce the wheel speed of the target brake wheel until the wheel speed of the target brake wheel is reduced to be equal to the front wheel predetermined wheel speed.
5. The vehicle steering control method according to claim 4, wherein the front wheel predetermined wheel speed is obtained based on the front axle predetermined shaft speed and a predetermined deviation amount, and wherein the predetermined deviation amount is associated with an intervention sensitivity of a brake control that brakes a target brake wheel.
6. The vehicle steering control method according to claim 4, wherein reducing the wheel speed of the target brake wheel based on a wheel speed difference between an actual wheel speed of the target brake wheel and a predetermined wheel speed of the front wheel includes:
determining a first braking coefficient based on the wheel speed difference, and calculating a first target braking force based on the first braking coefficient, wherein the first braking coefficient is used for enabling the wheel speed of a target braking wheel to be reduced to a front wheel preset wheel speed according to a wheel speed preset reducing slope in a braking process;
determining a second braking coefficient based on the wheel speed difference, and calculating a second target braking force based on the second braking coefficient, wherein the second braking coefficient is used for enabling fluctuation of the actual wheel speed of the target braking wheel in a wheel speed preset wheel speed fluctuation range in the braking process; and
a target braking force of the target brake wheel is determined based on the first target braking force and the second target braking force so that a brake system of the vehicle performs braking on the target brake wheel in accordance with the target braking force.
7. The vehicle steering control method according to claim 6, wherein calculating the first target braking force based on the first braking coefficient includes:
the first target braking force is obtained based on a product of the wheel speed difference and a first braking coefficient.
8. The vehicle steering control method according to claim 6, wherein calculating the second target braking force based on the second braking coefficient includes:
the second target braking force is obtained based on the sum of the current braking force of the target braking wheel and the braking force accumulated value,
wherein the braking force accumulation value is obtained by accumulating braking force added values for one or more predetermined time periods, the braking force added values being obtained based on a product of the wheel speed difference, the second braking coefficient, and the predetermined time period.
9. The vehicle steering control method according to claim 1, further comprising:
comparing the actual wheel speeds of the respective rear wheels of the vehicle with the rear wheel predetermined wheel speeds;
taking a rear wheel with the actual wheel speed being larger than the preset wheel speed of the rear wheel as a target brake wheel based on the comparison result; and
braking the target braking wheel based on a wheel speed difference between an actual wheel speed of the target braking wheel and a rear wheel predetermined wheel speed to reduce the wheel speed of the target braking wheel until the wheel speed of the target braking wheel is reduced to be equal to the rear wheel predetermined wheel speed,
wherein the rear wheel predetermined wheel speed is smaller than the front wheel predetermined wheel speed.
10. The vehicle steering control method according to claim 9, wherein the rear axle predetermined axle speed and/or the rear wheel predetermined wheel speed are predetermined as: so that the whole vehicle is steered in a manner of rotating around a predetermined rotation center point on the rear axle.
11. The vehicle steering control method according to claim 1, wherein the vehicle steering control method is performed under a condition that the vehicle is in a front axle torque forward and a rear axle torque rearward, and is capable of making a total force of the forward longitudinal force and the rearward longitudinal force in the vehicle body longitudinal direction zero.
12. A control unit for controlling steering of a vehicle, comprising one or more processing modules configured to perform the vehicle steering control method of any of claims 1-11.
13. A vehicle steering assist system comprising:
a sensor unit configured to acquire information related to steering of the vehicle;
a human-machine interaction interface configured to receive an input indicative of a driver of the vehicle turning on a steering assist function; and
the control unit of claim 12, communicatively coupled to the sensor unit and the human-machine interface, respectively, and configured to perform steering assist control for reducing a turning radius of the vehicle.
14. A machine readable storage medium storing executable instructions that when executed cause a processor to perform the vehicle steering control method of any one of claims 1-11.
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| US11173891B2 (en) * | 2019-05-20 | 2021-11-16 | Fca Us Llc | Torque distribution control to improve steering performance in through-the-road electrified vehicles |
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| CN112849127A (en) * | 2021-01-29 | 2021-05-28 | 北京理工大学 | Method, device, storage medium and equipment for controlling steering of vehicle |
| CN115140157A (en) * | 2021-06-28 | 2022-10-04 | 比亚迪股份有限公司 | Steering control method and device for vehicle, storage medium and vehicle |
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