Vehicle control method, electronic device, and storage medium

Abstract

This invention discloses a vehicle control method, electronic device, and storage medium. The vehicle control method includes: acquiring the lateral offset and lateral acceleration of a vehicle; determining the vehicle's curve state based on the lateral offset and / or the lateral acceleration, wherein the curve state includes at least an inward curve state or an outward curve state; and controlling the vehicle based on the curve state. This invention determines the vehicle's curve state based on the lateral offset and / or lateral acceleration, and controls the vehicle based on the curve state, thereby incorporating the curve state into the vehicle control algorithm to prevent the vehicle from overshooting or veering out of its lane.

Description

Technical Field

[0001] This invention relates to the field of vehicle-related technologies, and in particular to a vehicle control method, electronic device, and storage medium. Background Technology

[0002] Existing vehicle assistance functions enable assisted driving. For example, Lane Keeping Assist (LKA) is a type of intelligent driving assistance system that controls the steering system to help the vehicle stay within its lane. The performance of LKA is closely related to the driver's peace of mind and safety. Generally, LKA functions offer two driving modes: automatic driving and human-machine co-driving. Under normal circumstances, LKA is in automatic driving mode when activated. When encountering obstacle avoidance needs, the driver can partially take over the vehicle without disengaging LKA, which is the human-machine co-driving mode.

[0003] However, existing vehicle control methods do not take into account the curve state. Regardless of the curve state of the vehicle, existing vehicle control methods use the same control logic.

[0004] However, as Figure 1 As shown, the vehicle has activated the LKA function. In the 10' curve, the vehicle control will be affected because the return torque of the inner and outer curves and the control torque of the Electric Power Steering (EPS) system are in different directions.

[0005] Specifically, for an inside curve where the driver manually intervenes with the steering wheel (Override), the steering output torque is: T tire =T EPS_A +T m +T re , among which, T tire T represents the total torque of the tire. EPS_A T is the control torque for the electric power steering system. m For the driver's hand torque, T re This is the vehicle's self-centering torque. Vehicle 11' experiences a large steering force during the inner curve Override, requiring it to overcome the self-centering torque 12' and the LKA control torque 13'. Additionally, as shown in the inner curve lane trajectory line 14', the steering wheel speed increases rapidly when the autonomous driving control authority increases during the inner curve Override, making it prone to overshoot.

[0006] For the outer curve (Override), the steering output torque is: T tire =T EPS_A +T m -T reWhen vehicle 15' is on the outside curve, the steering force is small, the self-centering torque 16' and the LKA control torque 17' are in opposite directions. At the same time, as shown by the vehicle trajectory line 18' on the outside curve, when the autonomous driving control authority is increased on the outside curve, the wheel-end steering torque is insufficient to overcome the self-centering torque, and the vehicle is prone to deviating from the lane.

[0007] Therefore, because existing technology cannot identify factors related to inward and outward curves, vehicles are prone to overshooting or veering out of their lanes when using assisted driving. Summary of the Invention

[0008] Therefore, it is necessary to provide a vehicle control method, electronic device and storage medium to address the technical problem that the existing technology cannot identify the factors of inward and outward curvature, which makes the vehicle prone to overshoot or lane departure when using assisted driving.

[0009] This invention provides a method for allocating driving control, comprising:

[0010] Obtain the vehicle's lateral offset and lateral acceleration;

[0011] The vehicle's curve state is determined based on the lateral offset and / or the lateral acceleration, the curve state including at least an inward curve state or an outward curve state.

[0012] The vehicle is controlled based on the curve condition.

[0013] Furthermore, taking the lateral acceleration as positive when the vehicle turns left and negative when turning right, the lateral offset is positive when the vehicle is to the left of the lane centerline and negative when the vehicle is to the right of the lane centerline. The determination of the vehicle's curve state based on the lateral offset and / or the lateral acceleration specifically includes:

[0014] If the lateral offset is positive and its absolute value is greater than the offset curve threshold, and the lateral acceleration is positive and its absolute value is greater than the acceleration curve threshold, then it is determined to be an inward curve; or

[0015] If the lateral offset is negative and the absolute value of the lateral offset is greater than the offset curve threshold, and the lateral acceleration is negative and the absolute value of the lateral acceleration is greater than the acceleration curve threshold, then it is determined to be an inward curve state.

[0016] Furthermore, taking the lateral acceleration as positive when the vehicle turns left and negative when turning right, the lateral offset is positive when the vehicle is to the left of the lane centerline and negative when the vehicle is to the right of the lane centerline. The determination of the vehicle's curve state based on the lateral offset and / or the lateral acceleration specifically includes:

[0017] If the lateral offset is positive and its absolute value is greater than the offset curve threshold, and the lateral acceleration is negative and its absolute value is greater than the acceleration curve threshold, then it is determined to be an outward curve; or

[0018] If the lateral offset is negative and the absolute value of the lateral offset is greater than the offset curve threshold, and the lateral acceleration is positive and the absolute value of the lateral acceleration is greater than the acceleration curve threshold, then it is determined to be an outward curve state.

[0019] Furthermore, taking the lateral acceleration as positive when the vehicle turns left and negative when turning right, the lateral offset is positive when the vehicle is to the left of the lane centerline and negative when the vehicle is to the right of the lane centerline. The curve state also includes a center-of-the-road curve state. Determining the vehicle's curve state based on the lateral offset and / or the lateral acceleration specifically includes:

[0020] If the absolute value of the lateral offset is less than or equal to the offset cornering threshold, and the absolute value of the lateral acceleration is greater than the acceleration cornering threshold, then it is determined to be a centering cornering state.

[0021] Furthermore, taking the lateral acceleration as positive when the vehicle turns left and negative when turning right, the lateral offset is positive when the vehicle is to the left of the lane centerline and negative when the vehicle is to the right of the lane centerline. The curve state also includes a straight-ahead state. Determining the vehicle's curve state based on the lateral offset and / or the lateral acceleration specifically includes:

[0022] If the absolute value of the lateral acceleration is less than or equal to the acceleration curve threshold, it is determined to be a straight-ahead state.

[0023] Furthermore, controlling the vehicle based on the curve state specifically includes:

[0024] Monitor whether the driver's hand torque meets the conditions for switching driving modes;

[0025] When the driver's hand torque meets the switching conditions between autonomous driving mode and human-machine co-driving mode, at preset intervals, the current autonomous driving control ratio is determined based on the previous autonomous driving control ratio, vehicle return torque, the curve state, and the driver's hand torque, and the driving mode is switched according to the current autonomous driving control ratio.

[0026] Furthermore, determining the current autonomous driving control percentage based on the previous moment's autonomous driving control percentage, vehicle self-centering torque, the cornering state, and the driver's hand torque specifically includes:

[0027] Calculate the vehicle's return torque at the previous moment;

[0028] The current percentage of autonomous driving control is calculated as follows:

[0029] Q t =Q t-1 +η 1，t-1 η 2，t-1 T re，t-1 +η 5，t-1 Δt, where:

[0030] Q t Q represents the percentage of autonomous driving control at the current moment. t-1 T represents the percentage of autonomous driving control at the previous moment. re，t-1 This refers to the vehicle's return-to-center torque at the previous moment;

[0031] Where η1 is the lateral acceleration weighting coefficient, G t-1 G represents the lateral acceleration of the vehicle at the previous moment. max To allow the maximum lateral acceleration;

[0032] η 2，t-1 The inner and outer curve state coefficients are calculated and determined based on the curve state described at the previous moment;

[0033] Where k1 is the descent slope of autonomous driving control, k2 is the ascent slope of autonomous driving control, and t Tm≥Tm1 To satisfy the duration Tm≥Tm1, where Tm is the driver's hand torque, Tm1 is the first steering wheel hand torque threshold, and t m1 As the first time threshold, t Tm≤Tm2 To satisfy the duration Tm≤Tm2, where Tm2 is the second steering wheel hand torque threshold, t m2 Q is the second time threshold. t-1 Q represents the percentage of autonomous driving control at the previous moment. min The minimum control authority for autonomous driving is given by Δt, which is the preset duration.

[0034] Furthermore, the calculation of the vehicle's self-aligning torque at the previous moment specifically includes: calculating the vehicle's self-aligning torque at the previous moment as: T re，t-1 =T tire_re，t-1 +T Lat_re，t-1 , where: T re，t-1 T is the vehicle's return-to-center torque at the previous moment. tire_re，t-1T is the restoring torque generated by the tire's rotation angle at the previous moment. Lat_re，t-1 This is the restoring torque generated by the lateral force at the previous moment.

[0035] This invention provides an electronic device, comprising:

[0036] At least one processor; and,

[0037] A memory communicatively connected to at least one of the processors; wherein,

[0038] The memory stores instructions that can be executed by at least one of the processors to enable at least one of the processors to perform the driving control allocation method as described above.

[0039] The present invention provides a storage medium that stores computer instructions, which, when executed by a computer, are used to perform all the steps of the driving control allocation method as described above.

[0040] This invention determines the vehicle's curve state based on lateral offset and / or lateral acceleration, and controls the vehicle based on the curve state. This incorporates the curve state into the vehicle control algorithm, thereby preventing the vehicle from overshooting or veering out of its lane. Attached Figure Description

[0041] Figure 1 This is a diagram illustrating the torques of a vehicle in inward and outward curves.

[0042] Figure 2 This is a flowchart illustrating a driving control allocation method according to an embodiment of the present invention.

[0043] Figure 3 This is a flowchart illustrating a driving control allocation method according to another embodiment of the present invention;

[0044] Figure 4 This is a diagram illustrating an example of an inward bend in this invention;

[0045] Figure 5 This is another example of an inward bend in the present invention;

[0046] Figure 6 This is an example of an external bend in the present invention;

[0047] Figure 7 This is another example of an external bend in the present invention;

[0048] Figure 8 This is an example of a centering curve according to the present invention;

[0049] Figure 9 This is another example of centering out of a curve according to the present invention;

[0050] Figure 10 This is a straight example of the present invention;

[0051] Figure 11 This is another example of a straight line in the present invention;

[0052] Figure 12 This is yet another straight example of the present invention;

[0053] Figure 13 This is a schematic diagram of the motor torque output in the preferred embodiment of the present invention;

[0054] Figure 14 This is a schematic diagram of the vehicle's return torque.

[0055] Figure 15 A flowchart illustrating the workflow of a curve recognition method according to the preferred embodiment of the present invention;

[0056] Figure 16 This is a schematic diagram of the hardware structure of an electronic device according to the present invention. Detailed Implementation

[0057] The specific embodiments of the present invention will be further described below with reference to the accompanying drawings. Identical components are indicated by the same reference numerals. It should be noted that the terms "front," "rear," "left," "right," "up," and "down" used in the following description refer to directions in the accompanying drawings, while the terms "inner" and "outer" refer to directions toward or away from the geometric center of a specific component, respectively.

[0058] like Figure 2 The diagram shown is a flowchart of a driving control allocation method according to an embodiment of the present invention, including:

[0059] Step S201: Obtain the vehicle's lateral offset and lateral acceleration;

[0060] Step S202: Determine the vehicle's curve state based on the lateral offset and / or the lateral acceleration, wherein the curve state includes at least an inward curve state or an outward curve state.

[0061] Step S203: Control the vehicle based on the curve state.

[0062] Specifically, the present invention can be applied to electronic devices with processing capabilities in vehicles, such as electronic control units (ECUs).

[0063] The electronic device executes step S201 to acquire the vehicle's lateral offset Y and lateral acceleration G. The lateral offset is the lateral distance between the vehicle's position and the lane centerline. The lateral offset can be positive or negative. The lateral acceleration is the lateral acceleration at the vehicle's center of gravity. The lateral acceleration can also be positive or negative.

[0064] In some embodiments, when a vehicle is located to the left of the lane centerline, the lateral offset is positive; when a vehicle is located to the right of the lane centerline, the lateral offset is negative.

[0065] In some embodiments, the lateral acceleration is positive when the vehicle turns left and negative when the vehicle turns right.

[0066] Then, step S202 is performed to determine the vehicle's curve state based on the lateral offset and / or the lateral acceleration, the curve state including at least an inward curve state or an outward curve state.

[0067] In this context, an inward curve means the vehicle is turning and located inside the curved lane centerline, while an outward curve means the vehicle is turning and located outside the curved lane centerline. All other states are considered separate states. These include, but are not limited to, centering out of the curve and driving straight. When the lane centerline is curved, the side closer to the center is considered the inward side, and the side farther from the center is considered the outward side.

[0068] Then, step S203 is executed, controlling the vehicle based on the curve state. Specifically, the vehicle is controlled based on whether it is in an inward curve, an outward curve, or another state.

[0069] The methods for controlling a vehicle can be various vehicle assistance methods.

[0070] This invention determines the vehicle's curve state based on lateral offset and / or lateral acceleration, and controls the vehicle based on the curve state. This incorporates the curve state into the vehicle control algorithm, thereby preventing the vehicle from overshooting or veering out of its lane.

[0071] like Figure 3 The diagram shown is a flowchart of a vehicle control method according to another embodiment of the present invention, comprising:

[0072] Step S301: Obtain the lateral offset and lateral acceleration of the vehicle. When the vehicle turns left, the lateral acceleration is positive and when the vehicle turns right, the lateral acceleration is negative. When the vehicle is to the left of the lane center line, the lateral offset is positive and when the vehicle is to the right of the lane center line, the lateral offset is negative.

[0073] Step S302: Determine the vehicle's curve state based on the lateral offset and / or the lateral acceleration. The curve state includes at least an inward curve, an outward curve, a center-of-the-road curve, or a straight-ahead curve.

[0074] In one embodiment, determining the vehicle's cornering state based on the lateral offset and / or the lateral acceleration specifically includes:

[0075] If the lateral offset is positive and its absolute value is greater than the offset curve threshold, and the lateral acceleration is positive and its absolute value is greater than the acceleration curve threshold, then it is determined to be an inward curve; or

[0076] If the lateral offset is negative and the absolute value of the lateral offset is greater than the offset curve threshold, and the lateral acceleration is negative and the absolute value of the lateral acceleration is greater than the acceleration curve threshold, then it is determined to be an inward curve state.

[0077] In one embodiment, determining the vehicle's cornering state based on the lateral offset and / or the lateral acceleration specifically includes:

[0078] If the lateral offset is positive and its absolute value is greater than the offset curve threshold, and the lateral acceleration is negative and its absolute value is greater than the acceleration curve threshold, then it is determined to be an outward curve; or

[0079] If the lateral offset is negative and the absolute value of the lateral offset is greater than the offset curve threshold, and the lateral acceleration is positive and the absolute value of the lateral acceleration is greater than the acceleration curve threshold, then it is determined to be an outward curve state.

[0080] In one embodiment, determining the vehicle's cornering state based on the lateral offset and / or the lateral acceleration specifically includes:

[0081] If the absolute value of the lateral offset is less than or equal to the offset cornering threshold, and the absolute value of the lateral acceleration is greater than the acceleration cornering threshold, then it is determined to be a centering cornering state.

[0082] In one embodiment, determining the vehicle's cornering state based on the lateral offset and / or the lateral acceleration specifically includes:

[0083] If the absolute value of the lateral acceleration is less than or equal to the acceleration curve threshold, it is determined to be a straight-ahead state.

[0084] Step S303: Monitor whether the driver's hand torque meets the conditions for switching driving modes;

[0085] Step S304: When the driver's hand torque meets the switching conditions between the autonomous driving mode and the human-machine co-driving mode, at preset intervals, the current autonomous driving control ratio is determined based on the previous autonomous driving control ratio, the vehicle's self-centering torque, the curve state, and the driver's hand torque, and the driving mode is switched based on the current autonomous driving control ratio.

[0086] In one embodiment, determining the current autonomous driving control percentage based on the previous autonomous driving control percentage, vehicle self-centering torque, the curve state, and the driver's hand torque specifically includes:

[0087] Calculate the vehicle's return torque at the previous moment;

[0088] The current percentage of autonomous driving control is calculated as follows:

[0089] Q t =Q t-1 +η 1，t-1 η 2，t-1 T re，t-1 +η 5，t-1 Δt, where:

[0090] Q t Q represents the percentage of autonomous driving control at the current moment. t-1 T represents the percentage of autonomous driving control at the previous moment. re，t-1 This refers to the vehicle's return-to-center torque at the previous moment;

[0091] Where η1 is the lateral acceleration weighting coefficient, G t-1 G represents the lateral acceleration of the vehicle at the previous moment. max To allow the maximum lateral acceleration;

[0092] η 2，t-1 The inner and outer curve state coefficients are calculated and determined based on the curve state described at the previous moment;

[0093] T re，t-1 =T tire_re，t-1 +T Lat_re，t-1 , where: T re，t-1 T is the vehicle's return-to-center torque at the previous moment. tire_re，t-1 T is the restoring torque generated by the tire's rotation angle at the previous moment. Lat_re，t-1 This is the restoring torque generated by the lateral force at the previous moment;

[0094] Where k1 is the descent slope of autonomous driving control, k2 is the ascent slope of autonomous driving control, and t Tm≥Tm1To satisfy the duration Tm≥Tm1, where Tm is the driver's hand torque, Tm1 is the first steering wheel hand torque threshold, and t m1 As the first time threshold, t Tm≤Tm2 To satisfy the duration Tm≤Tm2, where Tm2 is the second steering wheel hand torque threshold, t m2 Q is the second time threshold. t-1 Q represents the percentage of autonomous driving control at the previous moment. min The minimum control authority for autonomous driving is given by Δt, which is the preset duration.

[0095] In one embodiment, calculating the vehicle's self-aligning torque at the previous moment specifically includes: calculating the vehicle's self-aligning torque at the previous moment as: T re,t-1 =T tire_re,t-1 +T Lat_re,t-1 , where: T re,t-1 T is the vehicle's return-to-center torque at the previous moment. tire_re,t-1 T is the restoring torque generated by the tire's rotation angle at the previous moment. Lat_re,t-1 This is the restoring torque generated by the lateral force at the previous moment.

[0096] Specifically, step S301 is executed first to obtain the vehicle's lateral offset and lateral acceleration. When the vehicle turns left, the lateral acceleration is positive, and when the vehicle turns right, the lateral acceleration is negative. When the vehicle is to the left of the lane center line, the lateral offset is positive, and when the vehicle is to the right of the lane center line, the lateral offset is negative.

[0097] Then, step S302 is performed to determine the vehicle's curve state based on the lateral offset and / or the lateral acceleration.

[0098] In one embodiment, determining the vehicle's cornering state based on the lateral offset and / or the lateral acceleration specifically includes:

[0099] If the lateral offset is positive and its absolute value is greater than the offset curve threshold, and the lateral acceleration is positive and its absolute value is greater than the acceleration curve threshold, then it is determined to be an inward curve; or

[0100] If the lateral offset is negative and the absolute value of the lateral offset is greater than the offset curve threshold, and the lateral acceleration is negative and the absolute value of the lateral acceleration is greater than the acceleration curve threshold, then it is determined to be an inward curve state.

[0101] Specifically:

[0102] like Figure 4 As shown, the lateral offset Y > 0, and the absolute value of Y > the offset curve threshold Y. curveFurthermore, the lateral acceleration G is positive, and the absolute value of the lateral acceleration G is greater than the acceleration cornering threshold G. curve If vehicle 41 is located to the left of lane center line 52 and is turning left, it is determined to be in an inward curve state; or

[0103] like Figure 5 As shown, the lateral offset Y < 0, and the absolute value of Y > Y curve Furthermore, the lateral acceleration is negative, and the absolute value of the lateral acceleration is greater than G. curve If so Figure 5 As shown, vehicle 51 is located to the right of the lane center line 52 and is turning right, indicating an inward curve.

[0104] In some embodiments, if the lateral offset is positive and the absolute value of the lateral offset is greater than the offset curve threshold for a duration exceeding the first curve time threshold t, G Furthermore, the lateral acceleration is positive, and the duration for which the absolute value of the lateral acceleration exceeds the acceleration curve threshold exceeds the second curve time threshold t. Y If so, it is judged to be in an inward bending state; or

[0105] If the lateral offset is negative, and the absolute value of the lateral offset is greater than the offset curve threshold for a duration exceeding the first curve time threshold t, then... G Furthermore, the lateral acceleration is negative, and the duration for which the absolute value of the lateral acceleration exceeds the acceleration curve threshold exceeds the second curve time threshold t. Y If so, it is determined to be in an inward bending state.

[0106] This embodiment determines the inward bending state based on lateral offset and lateral acceleration.

[0107] In one embodiment, determining the vehicle's cornering state based on the lateral offset and / or the lateral acceleration specifically includes:

[0108] If the lateral offset is positive and its absolute value is greater than the offset curve threshold, and the lateral acceleration is negative and its absolute value is greater than the acceleration curve threshold, then it is determined to be an outward curve; or

[0109] If the lateral offset is negative and the absolute value of the lateral offset is greater than the offset curve threshold, and the lateral acceleration is positive and the absolute value of the lateral acceleration is greater than the acceleration curve threshold, then it is determined to be an outward curve state.

[0110] Specifically:

[0111] like Figure 6 As shown, the lateral offset Y > 0, and the absolute value of Y > Y0.curve Furthermore, the lateral acceleration is negative, and the absolute value of the lateral acceleration is greater than G. curve If so Figure 6 As shown, vehicle 61 is located to the left of lane centerline 62 and is turning right, indicating an outward curve; or

[0112] like Figure 7 As shown, the lateral offset Y < 0, and the absolute value of Y > Y curve Furthermore, the lateral acceleration is positive, and the absolute value of the lateral acceleration is greater than G. curve If so Figure 7 As shown, vehicle 71 is located to the right of the lane center line 72 and is turning left, indicating an outward curve.

[0113] In some embodiments, if the lateral offset is positive and the absolute value of the lateral offset is greater than the offset curve threshold for a duration exceeding the first curve time threshold t, G Furthermore, the lateral acceleration is negative, and the duration for which the absolute value of the lateral acceleration exceeds the acceleration curve threshold exceeds the second curve time threshold t. Y If so, it is judged to be in an outward bending state; or

[0114] If the lateral offset is negative, and the absolute value of the lateral offset is greater than the offset curve threshold for a duration exceeding the first curve time threshold t, then... G Furthermore, the lateral acceleration is positive, and the duration for which the absolute value of the lateral acceleration exceeds the acceleration curve threshold exceeds the second curve time threshold t. Y If so, it is judged to be in an outward bending state.

[0115] This embodiment determines the outward bending state based on lateral offset and lateral acceleration.

[0116] In one embodiment, determining the vehicle's cornering state based on the lateral offset and / or the lateral acceleration specifically includes:

[0117] If the absolute value of the lateral offset is less than or equal to the offset cornering threshold, and the absolute value of the lateral acceleration is greater than the acceleration cornering threshold, then it is determined to be a centering cornering state.

[0118] Specifically:

[0119] like Figure 8 As shown, the absolute value of Y ≤ Y curve Furthermore, the lateral acceleration G is positive, and the absolute value of the lateral acceleration G is greater than G. curve If so Figure 8 As shown, vehicle 81 is located on the center line 82 of the lane and is turning left, indicating it is in a center-of-lane cornering state; or

[0120] like Figure 9 As shown, the absolute value of Y ≤ Y curve Furthermore, the lateral acceleration G is negative, and the absolute value of the lateral acceleration G is greater than G. curve If so Figure 9 As shown, vehicle 91 is located on the center line 92 of the lane and is turning right, indicating that it is in a center-of-the-road cornering state.

[0121] This embodiment determines the centering curve state based on lateral offset and lateral acceleration.

[0122] In one embodiment, determining the vehicle's cornering state based on the lateral offset and / or the lateral acceleration specifically includes:

[0123] If the absolute value of the lateral acceleration is less than or equal to the acceleration curve threshold, it is determined to be a straight-ahead state.

[0124] like Figure 10 As shown, the lateral offset Y > 0, and the absolute value of Y > Y< 0. curve And the absolute value of the lateral acceleration G is ≤ G curve If so Figure 10 As shown, vehicle 1001 is veering to the left and traveling straight;

[0125] like Figure 11 As shown, the lateral offset Y < 0, and the absolute value of Y > Ycurve, and the absolute value of the lateral acceleration G ≤ Gcurve, then as follows Figure 11 As shown, vehicle 1101 is veering to the right and traveling straight;

[0126] like Figure 12 As shown, if the absolute value of the lateral offset Y is less than or equal to Ycurve, and the absolute value of the lateral acceleration G is less than or equal to Gcurve, then... Figure 12 As shown, vehicle 1201 is traveling straight in the center.

[0127] This embodiment determines the straight-ahead status based on lateral offset and lateral acceleration.

[0128] Finally, step S303 is executed to monitor whether the driver's hand torque meets the conditions for switching driving modes.

[0129] The switching conditions include: the first condition of switching from autonomous driving mode to human-machine co-driving mode / pure manual mode, or the second condition of switching from pure manual mode / human-machine co-driving mode to autonomous driving mode.

[0130] Therefore, monitoring whether the driver's hand torque meets the conditions for switching driving modes specifically means: whether the vehicle meets the first condition for switching from autonomous driving mode to human-machine co-driving mode / pure manual mode or the second condition for switching from human-machine co-driving mode / pure manual mode to autonomous driving mode.

[0131] Generally, under normal circumstances, LKA activation is in autonomous driving mode. When encountering obstacle avoidance needs, the driver can partially take over the vehicle without disengaging LKA, which is the human-machine co-driving mode. Therefore, preferably, the switching conditions include: a first condition for switching from autonomous driving mode to human-machine co-driving mode, or a second condition for switching from human-machine co-driving mode to autonomous driving mode.

[0132] In some embodiments, monitoring whether the driver's hand torque meets the conditions for switching driving modes specifically includes:

[0133] Monitor the driver's hand torque;

[0134] If the duration for which the driver's hand torque exceeds the first steering wheel hand torque threshold exceeds the first time threshold, then the vehicle is determined to meet the switching condition; or

[0135] If the duration for which the driver's hand torque is less than the second steering wheel hand torque threshold exceeds the second time threshold, then the vehicle is determined to meet the switching condition, wherein the second steering wheel hand torque threshold is less than the first takeover torque threshold.

[0136] Specifically, if the driver's hand torque exceeds a first steering wheel hand torque threshold for a duration exceeding a first time threshold, the vehicle is determined to meet the first condition. Autonomous driving control is then calculated, and the system switches from pure autonomous driving mode to human-machine co-driving mode or pure manual driving mode based on this control. Conversely, if the driver's hand torque is less than a second steering wheel hand torque threshold for a duration exceeding a second time threshold, the vehicle is determined to meet the switching condition. Autonomous driving control is then calculated, and the system switches from pure manual driving mode or human-machine co-driving mode to autonomous driving mode based on this control.

[0137] Once the vehicle meets the conditions for switching driving modes, i.e., the first condition or the second condition is met, step S304 is executed. At preset intervals, the percentage of autonomous driving control at the current moment is determined based on the percentage of autonomous driving control at the previous moment, the vehicle's self-centering torque, the curve status, and the driver's hand torque.

[0138] If the vehicle does not meet the conditions for switching driving modes, that is, if the vehicle does not meet the first condition or the second condition, the proportion of autonomous driving control remains unchanged.

[0139] The "autonomous driving control percentage" refers to the proportion of autonomous driving control within the overall driving control percentage. Driving control refers to the authority to control the vehicle, encompassing both autonomous driving control and driver control. Autonomous driving control refers to the authority to control the vehicle in autonomous driving mode, while driver control refers to the authority to control the vehicle through purely manual driving. Specifically, 0% autonomous driving control represents purely manual driving mode, 100% represents purely autonomous driving mode, and a percentage between 0% and 100% represents a human-machine co-driving mode.

[0140] Specifically, the percentage of autonomous driving control at each preset interval is determined, and the driving mode is switched according to the percentage of autonomous driving control at the current moment, that is, from pure autonomous driving mode -> human-machine co-driving mode -> pure manual driving mode, or from pure manual driving mode -> human-machine co-driving mode -> autonomous driving mode.

[0141] Then, the driving mode is switched based on the current percentage of autonomous driving control. Driving modes include pure autonomous driving mode, human-machine co-driving mode, and pure manual driving mode. The switching of driving modes is as follows: Figure 13 As shown, the vehicle acquires time, vehicle speed, hand torque, steering wheel angle, vehicle lateral acceleration, lateral offset, and heading angle, and inputs these data into the manual driving assistance module 1301, the self-centering torque control module 1302, and the lane keeping torque control module 1303, respectively, and then outputs the motor torque after calculation. The first torque calculated by the manual driving assistance module 1301, the second torque calculated by the self-centering torque control module 1302, and the third torque calculated by the lane keeping torque control module 1303 are combined as the vehicle's motor torque output. The first torque is calculated by the manual driving assistance module 1301 based on the driver's hand torque applied to the steering wheel using existing manual driving assistance methods, reflecting the torque output when the driver is purely manually controlling the vehicle. The second torque is calculated by the self-centering torque control module 1302 using existing self-centering torque control methods. The third torque is calculated by the lane keeping torque control module 1303 using existing lane keeping methods, reflecting the torque output when the vehicle is under purely autonomous driving control.

[0142] Wherein, motor torque output = first torque multiplied by (1-Q) t ) + second torque multiplied by K R +Third torque multiplied by Q t Among them, Q t KR represents the current percentage of autonomous driving control, and Q represents the return torque coefficient. By adjusting the percentage of autonomous driving control, the proportions of the first torque output by the manual driving assistance module 1301 and the third torque output by the lane keeping torque control module 1303 in the motor torque can be adjusted. tWhen Q is 0%, the third torque output by the lane keeping torque control module 1303 has no effect on the motor torque. The motor torque is obtained by combining the first torque output by the manual driving assist module 1301 with the second torque output by the return torque control module 1302. This is the pure manual driving mode. t When the torque is 100%, the first torque output by the manual driving assistance module 1301 has no effect on the motor torque. The motor torque is obtained by combining the third torque output by the lane keeping torque control module 1303 with the second torque output by the return torque control module 1302. This is the pure autonomous driving mode. When 0% < Q t When the torque is less than 100%, the motor torque is obtained by combining the first torque, the second torque, and the third torque. This is the human-machine co-driving mode.

[0143] This embodiment automatically identifies inner and outer curves based on vehicle lateral acceleration and lateral offset signals, and makes a status judgment by combining the duration of lateral acceleration and lateral offset exceeding a set threshold. This can avoid misidentification caused by signal jitter or other interference. Automatic identification of inner and outer curves helps improve the performance of the lane keeping assist function in the human-machine co-driving mode when the vehicle deviates from the inner curve and returns to center during the process.

[0144] In one embodiment, determining the current autonomous driving control percentage based on the previous autonomous driving control percentage, vehicle self-centering torque, the curve state, and the driver's hand torque specifically includes:

[0145] Calculate the vehicle's return torque at the previous moment;

[0146] The current percentage of autonomous driving control is calculated as follows:

[0147] Q t =Q t-1 +η 1，t-1 η 2，t-1 T re，t-1 +η 5，t-1 Δt, where:

[0148] Q t Q represents the percentage of autonomous driving control at the current moment. t-1 T represents the percentage of autonomous driving control at the previous moment. re,t-1 This refers to the vehicle's return-to-center torque at the previous moment;

[0149] Where η1 is the lateral acceleration weighting coefficient, G t-1 G represents the lateral acceleration of the vehicle at the previous moment. max To allow the maximum lateral acceleration;

[0150] η 2,t-1The inner and outer curve state coefficients are calculated and determined based on the curve state described at the previous moment;

[0151] T re,t-1 =T tire_re,t-1 +T Lat_re,t-1 , where: T re,t-1 T is the vehicle's return-to-center torque at the previous moment. tire_re,t-1 T is the restoring torque generated by the tire's rotation angle at the previous moment. Lat_re,t-1 This is the restoring torque generated by the lateral force at the previous moment;

[0152] Where k1 is the descent slope of autonomous driving control, k2 is the ascent slope of autonomous driving control, and t Tm≥Tm1 To satisfy the duration Tm≥Tm1, where Tm is the driver's hand torque, Tm1 is the first steering wheel hand torque threshold, and t m1 As the first time threshold, t Tm≤Tm2 To satisfy the duration Tm≤Tm2, where Tm2 is the second steering wheel hand torque threshold, t m2 Q is the second time threshold. t-1 Q represents the percentage of autonomous driving control at the previous moment. min The minimum control authority for autonomous driving is given by Δt, which is the preset duration.

[0153] Specifically, first, the vehicle's self-aligning torque at the previous moment is calculated, and then the current percentage of autonomous driving control is calculated as follows:

[0154] Q t =Q t-1 +η 1,t-1 η 2,t-1 T re,t-1 +η 5,t-1 Δt.

[0155] This embodiment considers a combination of factors, including lateral acceleration, inward and outward bending determination, and self-aligning torque, to maintain stable vehicle movement during driving, especially when the vehicle is turning, as driver control decreases, and to reduce human-machine conflict as driver control increases. Simultaneously, through η... 5,t-1 The slope characterizes the change in driving control under different conditions, and the allocation of driving control is determined by taking into account the driver's hand torque factor.

[0156] Among them, Q t Q represents the percentage of autonomous driving control at the current moment. t-1 T represents the percentage of autonomous driving control at the previous moment. re,t-1 The vehicle's return torque mentioned at the previous moment;

[0157] Where η1 is the lateral acceleration weighting coefficient, Gt-1 G represents the lateral acceleration of the vehicle at the previous moment. max To allow the maximum lateral acceleration;

[0158] Where, η 2,t-1 The internal and external bending state coefficients are the values ​​from the previous moment.

[0159] Among them, G t-1 G represents the lateral acceleration of the vehicle at the previous moment. max To determine the maximum permissible lateral acceleration, η is calculated as follows: η is the maximum permissible lateral acceleration if the vehicle's lateral acceleration at the previous moment is greater than or equal to this maximum permissible lateral acceleration. 1,t-1 If η is 0, then the first parameter Q1 is 0. And if the vehicle's lateral acceleration at the previous moment is less than the maximum permissible lateral acceleration, then η... 1,t-1 Let η1 be the lateral acceleration weighting coefficient. η1 can be obtained through calibration.

[0160] And η 2,t-1 η represents the inward or outward curvature state coefficient of the previous moment, used to identify whether the vehicle was in an inward or outward curvature state at the previous moment. When the vehicle was in an inward curvature state at the previous moment, η... 2,t-1 The value is -1, and η was in an outward-curving state at the previous moment. 2,t-1 The value is 1. In other states, such as when the vehicle was traveling straight or turning but located on the center line of the lane in the previous moment, η is 1. 2,t-1 The first parameter Q1 is 0, which is 0.

[0161] Since the direction of the self-aligning torque in the inner curve is the same as the direction of the output torque of the steering motor for autonomous driving control, this embodiment sets the inner curve value to -1 to weaken the influence of the self-aligning torque and prevent the vehicle from overshooting. Conversely, the direction of the self-aligning torque in the outer curve is opposite to the direction of the output torque of the steering motor for autonomous driving control; therefore, this embodiment sets the outer curve value to 1 to compensate for the influence of the self-aligning torque and prevent the vehicle from running off the lane.

[0162] In one embodiment, calculating the vehicle's self-aligning torque at the previous moment specifically includes: calculating the vehicle's self-aligning torque at the previous moment as: T re,t-1 =T tire_re,t-1 +T Lat_re,t-1 , where: T re,t-1 T is the vehicle's return-to-center torque at the previous moment. tire_re,t-1 T is the restoring torque generated by the tire's rotation angle at the previous moment. Lat_re,t-1 This is the restoring torque generated by the lateral force at the previous moment.

[0163] like Figure 14As shown, the vehicle's self-centering torque includes two parts: the self-centering torque generated by the tire 141 rotating around the suspension's main pin 143 and the self-centering torque generated by the lateral force 142. The self-centering torque generated by the tire 141 rotating around the suspension's main pin 143 is positively correlated with the steering wheel angle, and the self-centering torque generated by the lateral force is positively correlated with the vehicle's lateral acceleration.

[0164] The formula for calculating the vehicle's self-aligning torque is as follows:

[0165] T re =T tire_re +T Lat_re , where: T re For the vehicle's return torque, T tire_re T is the restoring torque generated by the tire's turning angle. Lat_re This is the restoring torque generated by the lateral force.

[0166] This embodiment takes into account the self-aligning torque generated by tire rotation and the self-aligning torque generated by lateral force to obtain an accurate overall vehicle self-aligning torque.

[0167] In some embodiments, the driver's hand torque is monitored to ensure that the driving mode switching conditions are met;

[0168] When the driver's hand torque meets the switching conditions between autonomous driving mode and human-machine co-driving mode, at preset intervals, the current autonomous driving control ratio is determined based on the previous autonomous driving control ratio, vehicle return torque, the curve state, and the driver's hand torque, and the driving mode is switched according to the current autonomous driving control ratio.

[0169] In some embodiments, determining the current autonomous driving control percentage based on the previous autonomous driving control percentage, vehicle self-centering torque, the cornering state, and the driver's hand torque specifically includes:

[0170] Calculate the vehicle's return torque at the previous moment;

[0171] The current percentage of autonomous driving control is calculated as follows:

[0172] in:

[0173] Where η1 is the lateral acceleration weighting coefficient, G t-1 G represents the lateral acceleration of the vehicle at the previous moment. max To allow the maximum lateral acceleration;

[0174] η 2,t-1 The internal and external bending state coefficients at the previous moment;

[0175] η3 is the weighting coefficient for the horizontal offset, y t-1 |y is the real-time lateral offset from the previous moment. t-1 | represents the absolute value of the real-time lateral offset at the previous moment, Y max To allow the maximum lateral offset;

[0176] η4 is the heading angle weighting coefficient, θ t-1 θ is the real-time heading angle at the previous moment. max Maximum allowable heading angle;

[0177] Where k1 is the descent slope of autonomous driving control, k2 is the ascent slope of autonomous driving control, and t Tm≥Tm1 To satisfy the duration Tm≥Tm1, where Tm is the driver's hand torque, Tm1 is the first steering wheel hand torque threshold, and t m1 As the first time threshold, t Tm≤Tm2 To satisfy the duration Tm≤Tm2, where Tm2 is the second steering wheel hand torque threshold, t m2 Q is the second time threshold. t-1 Q represents the percentage of autonomous driving control at the previous moment. min The minimum control authority for autonomous driving is defined as follows: k1 < 0, k2 > 0, and the absolute value of k1 is greater than the absolute value of k2. △t is the preset duration, which is the system calculation cycle, i.e., the duration between the current time t and the previous time t-1.

[0178] Among them, the duration t during which the driver's hand torque is greater than or equal to the first steering wheel hand torque threshold Tm≥Tm1 Exceeding the first time threshold t m1 And the percentage of autonomous driving control Q in the previous moment t-1 Still greater than the minimum control authority Q for autonomous driving min This indicates that the driver wishes to intervene manually. In this case, the fourth parameter Q4 is calculated using the ramp rate k1 for the automatic driving control. The duration t during which the driver's hand torque is less than or equal to the second steering wheel hand torque threshold... Tm≤Tm2 Exceeding the second time threshold t m2 And the percentage of autonomous driving control Q in the previous moment t-1 If the percentage is less than 100%, it indicates that the driver wants autonomous driving to intervene. In this case, the fourth parameter Q4 is calculated using the descent slope k2 of the autonomous driving control authority. Otherwise, η... 5,t-1 All are 0.

[0179] During the transition from autonomous driving mode to human-machine co-driving mode / pure manual driving mode, the required steering wheel torque threshold Tm1 and duration t for exiting autonomous driving mode are specified. m1Both should be set appropriately; excessively small Tm1 and t m1 Uneven road surfaces can cause the steering wheel to wobble, leading to accidental mode switching. Excessive Tm1 and t... m1 It can make drivers find it difficult to switch modes;

[0180] During the transition from human-machine co-driving mode / pure-capacity driving mode to autonomous driving mode, the required steering wheel torque threshold Tm2 and duration t for exiting human-machine co-driving mode are specified. m2 Both should be set appropriately; excessively small Tm2 and t m2 Excessive Tm2 and tm2 can make the steering wheel difficult to handle, and can also cause the vehicle to drift out of its lane.

[0181] In addition, k1 < 0, k2 > 0, and the absolute value of k1 is greater than the absolute value of k2.

[0182] Here, k1 is the slope of the decrease in autonomous driving control, so it is less than 0, and k2 is the slope of the increase in autonomous driving control, so it is greater than 0. At the same time, by setting the absolute value of k1 to be greater than the absolute value of k2, it can better respond to driver intervention.

[0183] This embodiment monitors whether the driver's hand torque meets the conditions for switching driving modes. If the driver's hand torque meets the conditions, it determines the current level of autonomous driving control based on the previous moment's autonomous driving control percentage, vehicle self-aligning torque, lateral offset, heading angle, and driver's hand torque. By incorporating vehicle self-aligning torque, lateral offset, and heading angle into the calculation of the autonomous driving control percentage, it maintains stable vehicle movement when driver control decreases and reduces human-machine conflict when driver control increases.

[0184] like Figure 15 The diagram shown is a flowchart of a curve recognition method according to a preferred embodiment of the present invention, including:

[0185] Step S1501, if the absolute value of the lateral acceleration G > G curve The duration exceeds t G If the vehicle is not in a cornering state, proceed to step S1502; otherwise, determine that the vehicle is not in a cornering state and end the process.

[0186] Step S1502: If the lateral acceleration G > 0, then proceed to step S1503; otherwise, proceed to step S1506.

[0187] Step S1503: Determine if the vehicle is turning left;

[0188] Step S1504, if the absolute value of the lateral offset Y is greater than Y curve The duration exceeds t YIf the condition is met, proceed to step S1505; otherwise, determine the vehicle's centering cornering status and end the process.

[0189] Step S1505: If the lateral offset Y > 0, determine that the vehicle is on the inner curve and end; otherwise, determine that the vehicle is on the outer curve and end.

[0190] Step S1506: Determine if the vehicle is turning right;

[0191] Step S1507, if the absolute value of the lateral offset Y is greater than Y curve The duration exceeds t Y If so, proceed to step S1508; otherwise, determine the vehicle's centering cornering status and end.

[0192] Step S1508: If the lateral offset Y > 0, then determine that the vehicle is on the outside curve and end; otherwise, determine that the vehicle is on the inside curve and end.

[0193] like Figure 16 The diagram shown is a hardware structure schematic of an electronic device according to the present invention, comprising:

[0194] At least one processor 1601; and,

[0195] A memory 1602 is communicatively connected to at least one of the processors 1601; wherein,

[0196] The memory 1602 stores instructions that can be executed by at least one of the processors to enable the at least one of the processors to perform the vehicle control method as described above.

[0197] Figure 16 Take the 1601 processor as an example.

[0198] The electronic device may also include an input device 1603 and a display device 1604.

[0199] The processor 1601, memory 1602, input device 1603 and display device 1604 can be connected by a bus or other means. The figure shows an example of connection by bus.

[0200] The memory 1602, as a non-volatile computer-readable storage medium, can be used to store non-volatile software programs, non-volatile computer-executable programs, and modules, such as the program instructions / modules corresponding to the vehicle control method in the embodiments of this application. Figure 2 , Figure 3 The method flow is shown. The processor 1601 executes various functional applications and data processing by running non-volatile software programs, instructions, and modules stored in the memory 1602, thereby implementing the vehicle control method in the above embodiments.

[0201] The memory 1602 may include a program storage area and a data storage area, wherein the program storage area may store the operating system and application programs required for at least one function; the data storage area may store data created based on the use of the vehicle control method, etc. Furthermore, the memory 1602 may include high-speed random access memory and may also include non-volatile memory, such as at least one disk storage device, flash memory device, or other non-volatile solid-state storage device. In some embodiments, the memory 1602 may optionally include memory remotely located relative to the processor 1601, and these remote memories may be connected to the apparatus performing the vehicle control method via a network. Examples of such networks include, but are not limited to, the Internet, corporate intranets, local area networks, mobile communication networks, and combinations thereof.

[0202] The input device 1603 can receive user clicks and generate signal inputs related to user settings and function control of the vehicle control method. The display device 1604 may include a display screen or other display equipment.

[0203] When one or more modules are stored in the memory 1602, and are run by one or more processors 1601, the vehicle control method in any of the above method embodiments is executed.

[0204] This invention determines the vehicle's curve state based on lateral offset and / or lateral acceleration, and controls the vehicle based on the curve state. This incorporates the curve state into the vehicle control algorithm, thereby preventing the vehicle from overshooting or veering out of its lane.

[0205] One embodiment of the present invention provides a storage medium that stores computer instructions, which, when executed by a computer, are used to perform all the steps of the vehicle control method as described above.

[0206] The embodiments described above are merely illustrative of several implementations of the present invention, and while the descriptions are specific and detailed, they should not be construed as limiting the scope of the present invention. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of the present invention, and these modifications and improvements all fall within the scope of protection of the present invention. Therefore, the scope of protection of this patent should be determined by the appended claims.

Claims

1. A vehicle control method, characterized in that, include: Obtain the vehicle's lateral offset and lateral acceleration; The vehicle's curve state is determined based on the lateral offset and / or the lateral acceleration, the curve state including at least an inward curve state or an outward curve state. Control the vehicle based on the curve condition; The control of the vehicle based on the curve state specifically includes: Monitor whether the driver's hand torque meets the conditions for switching driving modes; When the driver's hand torque meets the switching conditions between autonomous driving mode and human-machine co-driving mode, at preset intervals, the current autonomous driving control ratio is determined based on the previous autonomous driving control ratio, vehicle return torque, the curve state, and the driver's hand torque, and the driving mode is switched according to the current autonomous driving control ratio. The process of determining the current autonomous driving control percentage based on the previous moment's autonomous driving control percentage, vehicle self-centering torque, the cornering state, and the driver's hand torque specifically includes: Calculate the vehicle's return torque at the previous moment; The current percentage of autonomous driving control is calculated as follows: ,in: Q t Q represents the percentage of autonomous driving control at the current moment. t-1 T represents the percentage of autonomous driving control at the previous moment. re,t-1 This refers to the vehicle's return-to-center torque at the previous moment; Where η1 is the lateral acceleration weighting coefficient, and G t-1 G represents the lateral acceleration of the vehicle at the previous moment. max To allow the maximum lateral acceleration; η 2,t-1 The inner and outer curve state coefficients are calculated and determined based on the curve state described at the previous moment; Where k1 is the slope of the descent of autonomous driving control, k2 is the slope of the ascent of autonomous driving control, and t Tm≥Tm1 To satisfy the duration Tm≥Tm1, where Tm is the driver's hand torque, Tm1 is the first steering wheel hand torque threshold, and t m1 As the first time threshold, t Tm≤Tm2 To satisfy the duration Tm≤Tm2, where Tm2 is the second steering wheel hand torque threshold, t m2 Q is the second time threshold. t-1 Q represents the percentage of autonomous driving control at the previous moment. min The minimum control authority for autonomous driving is given by Δt, which is the preset duration.

2. The vehicle control method according to claim 1, characterized in that, The lateral acceleration is considered positive when the vehicle turns left and negative when it turns right. When the vehicle is to the left of the lane centerline, the lateral offset is positive; when the vehicle is to the right of the lane centerline, the lateral offset is negative. The process of determining the vehicle's cornering state based on the lateral offset and / or the lateral acceleration specifically includes: If the lateral offset is positive and its absolute value is greater than the offset curve threshold, and the lateral acceleration is positive and its absolute value is greater than the acceleration curve threshold, then it is determined to be an inward curve; or If the lateral offset is negative and the absolute value of the lateral offset is greater than the offset curve threshold, and the lateral acceleration is negative and the absolute value of the lateral acceleration is greater than the acceleration curve threshold, then it is determined to be an inward curve state.

3. The vehicle control method according to claim 1, characterized in that, The lateral acceleration is considered positive when the vehicle turns left and negative when it turns right. When the vehicle is to the left of the lane centerline, the lateral offset is positive; when the vehicle is to the right of the lane centerline, the lateral offset is negative. The process of determining the vehicle's cornering state based on the lateral offset and / or the lateral acceleration specifically includes: If the lateral offset is positive and its absolute value is greater than the offset curve threshold, and the lateral acceleration is negative and its absolute value is greater than the acceleration curve threshold, then it is determined to be an outward curve; or If the lateral offset is negative and the absolute value of the lateral offset is greater than the offset curve threshold, and the lateral acceleration is positive and the absolute value of the lateral acceleration is greater than the acceleration curve threshold, then it is determined to be an outward curve state.

4. The vehicle control method according to claim 1, characterized in that, The lateral acceleration is considered positive when the vehicle turns left and negative when it turns right. A positive lateral offset is considered when the vehicle is to the left of the lane centerline, and a negative lateral offset is considered when the vehicle is to the right of the lane centerline. The curve state also includes a center-of-the-road curve state. Determining the vehicle's curve state based on the lateral offset and / or the lateral acceleration specifically includes: If the absolute value of the lateral offset is less than or equal to the offset cornering threshold, and the absolute value of the lateral acceleration is greater than the acceleration cornering threshold, then it is determined to be a centering cornering state.

5. The vehicle control method according to claim 1, characterized in that, The lateral acceleration is considered positive when the vehicle turns left and negative when it turns right. A positive lateral offset is considered when the vehicle is to the left of the lane centerline, and a negative lateral offset is considered when the vehicle is to the right of the lane centerline. The curve state also includes a straight-ahead state. Determining the vehicle's curve state based on the lateral offset and / or the lateral acceleration specifically includes: If the absolute value of the lateral acceleration is less than or equal to the acceleration curve threshold, it is determined to be a straight-ahead state.

6. The vehicle control method according to claim 1, characterized in that, The calculation of the vehicle's self-aligning torque at the previous moment specifically includes: calculating the vehicle's self-aligning torque at the previous moment as: T re,t-1 =T tire_re,t-1 +T Lat_re,t-1 , where: T re,t-1 T is the vehicle's return-to-center torque at the previous moment. tire_re,t-1 T is the restoring torque generated by the tire's rotation angle at the previous moment. Lat_re,t-1 This is the restoring torque generated by the lateral force at the previous moment.

7. An electronic device, characterized in that, include: At least one processor; as well as, A memory communicatively connected to at least one of the processors; wherein, The memory stores instructions that can be executed by at least one of the processors to enable at least one of the processors to perform the vehicle control method as described in any one of claims 1 to 6.

8. A storage medium, characterized in that, The storage medium stores computer instructions, which, when executed by a computer, are used to perform all the steps of the vehicle control method as described in any one of claims 1 to 6.

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