Vehicle control methods, devices, equipment and storage media

Abstract

This application provides a vehicle control method, device, equipment, and storage medium, relating to the field of automatic control. The method includes: acquiring the actual steering torque applied by the driver to the steering wheel and the theoretical steering torque corresponding to the steering wheel angle information; when the difference between the actual and theoretical steering torques is greater than a preset difference, determining an assist coefficient based on the actual and theoretical steering torques, the assist coefficient being used to characterize the intensity of steering assistance provided by the vehicle's power steering system; determining the vehicle's steering compensation coefficient based on a preset curve showing the correspondence between the steering compensation coefficient and the assist coefficient, and the assist coefficient; determining the vehicle's target driving force based on the steering compensation coefficient; and controlling the vehicle's steering based on the target driving force. This allows the vehicle to promptly steer to the driver's desired angle even when the steering system loses steering assistance, reducing accidents caused by untimely vehicle steering and contributing to improved driving safety.

Description

Technical Field

[0001] This application relates to the field of automatic control, and more particularly to a vehicle control method, apparatus, device, and storage medium. Background Technology

[0002] The power steering system is an important component of a car, playing a vital role in ensuring vehicle safety.

[0003] Normally, when a vehicle's power steering system malfunctions and cannot provide some or all steering assistance, the vehicle can still achieve steering by using the mechanical structure between the steering wheel and the wheels, where the rotation of the steering wheel drives the wheels to turn.

[0004] However, in situations where the vehicle needs to make a sharp turn, it is easy to fail to turn the steering wheel to the desired angle in time, resulting in lower driving safety. Summary of the Invention

[0005] This application provides a vehicle control method, apparatus, device, and storage medium to solve the technical problem of low driving safety when the power steering system of a vehicle malfunctions.

[0006] In a first aspect, this application provides a vehicle control method, which includes: acquiring the actual steering torque applied by the driver to the steering wheel and the theoretical steering torque corresponding to the steering wheel angle information;

[0007] When the difference between the actual steering torque and the theoretical steering torque is greater than the preset difference, the assist coefficient is determined based on the actual steering torque and the theoretical steering torque. The assist coefficient is used to characterize the strength of the steering assistance provided by the vehicle's power steering system to the vehicle.

[0008] The steering compensation coefficient of the vehicle is determined based on the preset curve showing the relationship between the steering compensation coefficient and the assist coefficient, as well as the assist coefficient.

[0009] The target driving force of the vehicle is determined based on the steering compensation coefficient;

[0010] The vehicle's steering is controlled based on the target driving force.

[0011] In one possible implementation, the assist coefficient is determined based on the actual steering torque and the theoretical steering torque, including:

[0012] The assist coefficient is determined based on the preset curve showing the relationship between the difference between the actual steering torque and the theoretical steering torque and the assist coefficient, as well as the difference between the actual steering torque and the theoretical steering torque.

[0013] In one possible implementation, the method also includes:

[0014] Obtain the voltage of the vehicle's power steering system;

[0015] When the voltage is lower than the preset voltage value, the assist coefficient is determined according to the preset voltage-assistance coefficient correspondence table and the voltage.

[0016] In one possible implementation, determining the target driving force of the vehicle based on the steering compensation coefficient includes:

[0017] The front axle driving force and / or rear axle driving force of the vehicle are distributed according to the steering compensation coefficient to obtain the target driving force of the vehicle. The target driving force includes the target driving force of the left front wheel and the target driving force of the right front wheel, and / or the target driving force of the left rear wheel and the target driving force of the right rear wheel.

[0018] In one possible implementation, determining the target driving force of the vehicle based on the steering compensation coefficient includes:

[0019] The desired yaw rate of the vehicle is determined based on the steering compensation coefficient;

[0020] The target driving force of the vehicle is obtained by distributing the front axle driving force and / or rear axle driving force according to the desired yaw rate.

[0021] In one possible implementation, determining the vehicle's desired yaw rate based on the steering compensation coefficient includes:

[0022] Obtain the steering wheel angle information, and determine the vehicle's desired yaw rate based on the angle information and steering compensation coefficient.

[0023] In one possible implementation, controlling vehicle steering based on the vehicle's target driving force includes:

[0024] Determine the target driving torque of the vehicle based on the target driving force of the vehicle;

[0025] The target drive torque is sent to the multi-motor unit, which then controls the vehicle steering according to the target drive torque.

[0026] Secondly, this application provides a vehicle control device, which includes an acquisition module, a first determination module, a second determination module, a third determination module, and a control module, wherein...

[0027] The acquisition module is used to acquire the actual steering torque applied by the driver to the steering wheel and the theoretical steering torque corresponding to the steering wheel angle information;

[0028] The first determining module is used to determine the assist coefficient based on the actual steering torque and the theoretical steering torque when the difference between the actual steering torque and the theoretical steering torque is greater than a preset difference. The assist coefficient is used to characterize the strength of the steering assistance provided by the vehicle's power steering system to the vehicle.

[0029] The second determining module is used to determine the vehicle's steering compensation coefficient based on the preset correspondence curve between the steering compensation coefficient and the assist coefficient, as well as the assist coefficient.

[0030] The third determining module is used to determine the target driving force of the vehicle based on the steering compensation coefficient;

[0031] The control module is used to control the vehicle's steering based on the vehicle's target driving force.

[0032] In one possible implementation, the first determining module is specifically used for:

[0033] The assist coefficient is determined based on the preset curve showing the relationship between the difference between the actual steering torque and the theoretical steering torque and the assist coefficient, as well as the difference between the actual steering torque and the theoretical steering torque.

[0034] In one possible implementation, the device further includes:

[0035] The first acquisition module is used to acquire the voltage of the vehicle's power steering system;

[0036] The fourth determining module is used to determine the assist coefficient based on a preset voltage-assist coefficient correspondence table and voltage when the voltage is lower than the preset voltage value.

[0037] In one possible implementation, the third determining module is specifically used for:

[0038] The front axle driving force and / or rear axle driving force of the vehicle are distributed according to the steering compensation coefficient to obtain the target driving force of the vehicle. The target driving force includes the target driving force of the left front wheel and the target driving force of the right front wheel, and / or the target driving force of the left rear wheel and the target driving force of the right rear wheel.

[0039] In one possible implementation, the third determining module is specifically used for:

[0040] The desired yaw rate of the vehicle is determined based on the steering compensation coefficient;

[0041] The target driving force of the vehicle is obtained by distributing the front axle driving force and / or rear axle driving force according to the desired yaw rate.

[0042] In one possible implementation, the third determining module is specifically used to: acquire steering wheel angle information, and determine the vehicle's desired yaw rate based on the steering angle information and steering compensation coefficient.

[0043] In one possible implementation, the control module is specifically used for:

[0044] Determine the target driving torque of the vehicle based on the target driving force of the vehicle;

[0045] The target drive torque is sent to the multi-motor unit, which then controls the vehicle steering according to the target drive torque.

[0046] Thirdly, this application provides an electronic device, including: a processor and a memory; the memory stores computer-executable instructions; the processor executes the computer-executable instructions stored in the memory, causing the processor to perform the vehicle control method as described in the first aspect or any possible implementation of the first aspect.

[0047] Fourthly, this application provides a computer-readable storage medium storing computer-executable instructions that, when executed by a processor, are used to implement the vehicle control method as described in the first aspect or any possible implementation thereof.

[0048] Fifthly, this application provides a computer program product, including a computer program that, when executed by a processor, implements the vehicle control method as described in the first aspect or any possible implementation thereof.

[0049] Sixthly, this application provides a chip on which a computer program is stored. When the computer program is executed by the chip, it implements the vehicle control method as described in the first aspect or any possible implementation thereof.

[0050] In one possible implementation, the chip is a chip within a chip module.

[0051] In this embodiment, the theoretical steering torque corresponding to the actual steering torque applied by the driver to the steering wheel and the steering wheel angle information is obtained. When the difference between the actual steering torque and the theoretical steering torque is greater than a preset difference, an assist coefficient is determined based on the actual steering torque and the theoretical steering torque. The assist coefficient is used to characterize the strength of the steering assistance provided by the vehicle's power steering system. The vehicle's steering compensation coefficient is determined based on a preset curve showing the correspondence between the steering compensation coefficient and the assist coefficient, as well as the assist coefficient itself. The target driving force of the vehicle is determined based on the steering compensation coefficient. The vehicle's steering is controlled based on the target driving force. When the vehicle's power steering system experiences a decrease in steering assistance, a corresponding steering compensation coefficient is determined based on the assist coefficient at the time of the decrease. The driving force of the wheels is controlled based on the steering compensation coefficient to obtain additional steering capability. This allows the vehicle to be turned to the driver's desired angle in a timely manner even when the steering assistance of the steering system is partially or completely lost, reducing accidents caused by untimely vehicle steering and helping to improve driving safety. Attached Figure Description

[0052] Figure 1 A schematic diagram of a vehicle control system architecture provided in this application embodiment;

[0053] Figure 2 A schematic flowchart of a vehicle control method provided in an embodiment of this application;

[0054] Figure 3 A schematic diagram illustrating the relationship between steering compensation coefficient and assist coefficient provided in an embodiment of this application;

[0055] Figure 4 A schematic diagram showing the relationship between the difference between actual steering torque and theoretical steering torque and the assist coefficient, provided for embodiments of this application;

[0056] Figure 5a This application provides a schematic diagram of the target driving force when a vehicle turns right.

[0057] Figure 5b A schematic diagram of the target braking force when a vehicle turns right, provided as an embodiment of this application;

[0058] Figure 6 This is a schematic diagram of the structure of a vehicle control device provided in an embodiment of this application;

[0059] Figure 7 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. Detailed Implementation

[0060] To make the objectives, technical solutions, and advantages of this application clearer, the technical solutions in the embodiments of this application will be clearly and completely described below in conjunction with the embodiments of this application. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0061] In the embodiments of this application, terms such as "first" and "second" are used to distinguish identical or similar items with essentially the same function and purpose. For example, "first chip" and "second chip" are used only to distinguish different chips and do not limit their order of execution. Those skilled in the art will understand that terms such as "first" and "second" do not limit the quantity or execution order, and that "first" and "second" do not necessarily imply that they are different.

[0062] It should be noted that, in the embodiments of this application, the terms "exemplary" or "for example" are used to indicate examples, illustrations, or descriptions. Any embodiment or design scheme described as "exemplary" or "for example" in this application should not be construed as being more preferred or advantageous than other embodiments or design schemes. Specifically, the use of terms such as "exemplary" or "for example" is intended to present the relevant concepts in a specific manner.

[0063] In this application embodiment, "at least one" refers to one or more, and "more than one" refers to two or more. "And / or" describes the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A alone, A and B simultaneously, or B alone, where A and B can be singular or plural. The character " / " generally indicates that the preceding and following related objects are in an "or" relationship. "At least one of the following" or similar expressions refer to any combination of these items, including any combination of single or plural items. For example, at least one of a, b, or c can represent: a, b, c, ab, a--c, bc, or abc, where a, b, and c can be single or multiple.

[0064] It should be noted that the user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data used for analysis, data stored, data displayed, etc.) involved in this application are all information and data authorized by the user or fully authorized by all parties. Furthermore, the collection, use and processing of the relevant data must comply with the relevant laws, regulations and standards of the relevant countries and regions, and corresponding operation portals are provided for users to choose to authorize or refuse.

[0065] It should be understood that although the steps in the flowcharts of this application's embodiments are shown sequentially according to the arrows, these steps are not necessarily executed in the order indicated by the arrows. Unless explicitly stated herein, there is no strict order restriction on the execution of these steps, and they can be executed in other orders. Moreover, at least some of the steps in the figures may include at least one sub-step or at least one stage. These sub-steps or stages are not necessarily completed at the same time, but can be executed at different times, and their execution order is not necessarily sequential, but can be performed alternately or in turn with other steps or at least a portion of the sub-steps or stages of other steps.

[0066] With the development of intelligent vehicle technology, power steering systems (also known as steering systems) are widely used in automobiles. Power steering systems are an important component of automobiles and play a vital role in ensuring vehicle driving safety.

[0067] Among them, the power steering system of automobiles can include mechanical steering system, mechanical hydraulic power steering system, electro-hydraulic power steering system, electronic power steering system, steer-by-wire system and other types of steering systems.

[0068] Normally, a vehicle can be steered using the power steering system, allowing the driver to easily turn the steering wheel. When the power steering system malfunctions, preventing it from providing some or all steering assistance, the vehicle can still be steered using the mechanical structure between the steering wheel and wheels, where the steering wheel's rotation drives the wheels.

[0069] However, when the power steering system loses some or all of its power steering assist, the vehicle is turned by rotating the steering wheel to turn the wheels. This requires the driver to apply a greater steering force to make the steering wheel turn, and the steering wheel turns more slowly, resulting in slow vehicle steering. Therefore, in situations where a sharp turn is required, it is easy to fail to turn the steering wheel to the desired angle in time, thus reducing driving safety.

[0070] In view of this, this application provides a vehicle control method that, when the vehicle's power steering system malfunctions, controls the driving force of the wheels to obtain additional steering capability. This allows the vehicle to be turned to the driver's desired angle in a timely manner even when the power steering system is partially or completely lost, reducing accidents caused by untimely vehicle steering and helping to improve driving safety.

[0071] For example, Figure 1A schematic diagram of a vehicle control system architecture provided in an embodiment of this application is shown. Figure 1 As shown, the architecture may include a steering angle sensor 101, a torque sensor 102, a main controller 103, and a multi-motor unit 104. The multi-motor unit 104 may include a left front wheel motor 1041 and a right front wheel motor 1042, and / or a left rear wheel motor 1043 and a right rear wheel motor 1044.

[0072] It is understood that the architecture illustrated in the embodiments of this application does not constitute a specific limitation on the architecture of the vehicle control system. In other feasible embodiments of this application, the architecture may include more or fewer components than illustrated, or combine some components, or split some components, or arrange different components, which can be determined according to the actual application scenario and is not limited here. Figure 1 The components shown can be implemented in hardware, software, or a combination of both.

[0073] In practice, the steering angle sensor 101 can be used to measure the steering angle information of the vehicle's steering wheel.

[0074] The torque sensor 102 can be used to measure the actual steering torque applied by the driver to the vehicle's steering wheel.

[0075] The main controller 103 can acquire the actual steering torque applied by the driver to the steering wheel and the theoretical steering torque corresponding to the steering wheel angle information; when the difference between the actual steering torque and the theoretical steering torque is greater than a preset difference, it determines the power assist coefficient based on the actual steering torque and the theoretical steering torque. The power assist coefficient is used to characterize the strength of the steering assistance provided by the vehicle's power steering system to the vehicle; it determines the vehicle's steering compensation coefficient based on the preset curve of the correspondence between the steering compensation coefficient and the power assist coefficient and the power assist coefficient; it determines the vehicle's target driving force based on the steering compensation coefficient; and it controls the vehicle's steering based on the vehicle's target driving force.

[0076] In this embodiment, the main controller 103 may be a controller in a module or system such as an engine control module (ECM), an electric power steering system (EPS), or an electronic stability program (ESP).

[0077] The multi-motor unit 104 can control the vehicle steering based on the target driving torque corresponding to the target driving force. The left front wheel motor 1041, right front wheel motor 1042, left rear wheel motor 1043, and right rear wheel motor 1044 in the multi-motor unit 104 can be, for example, wheel-side motors or wheel hub motors.

[0078] Furthermore, the architecture and business scenarios described in the embodiments of this application are for the purpose of more clearly illustrating the technical solutions of the embodiments of this application, and do not constitute a limitation on the technical solutions provided in the embodiments of this application. As those skilled in the art will know, with the evolution of the architecture and the emergence of new business scenarios, the technical solutions provided in the embodiments of this application are also applicable to similar technical problems.

[0079] The technical solutions shown in this application will now be described in detail through specific embodiments. It should be noted that the following embodiments may exist independently or in combination with each other; for the same or similar content, the description will not be repeated in different embodiments.

[0080] For example, Figure 2 A flowchart illustrating a vehicle control method provided in an embodiment of this application is shown. The execution entity of this embodiment can be... Figure 1 The main controller 103 in the code can be used as the specific execution entity, depending on the actual application scenario. For example... Figure 2 As shown, the method may include:

[0081] S201: Obtain the theoretical steering torque corresponding to the actual steering torque applied by the driver to the steering wheel and the steering wheel angle information.

[0082] For example, the vehicle's main controller obtains the actual steering torque applied by the driver to the steering wheel in real time or periodically through the torque sensor in the power steering system, and obtains the steering wheel angle information through the steering wheel angle sensor. The angle information includes the angle size and the direction of the angle, and calculates the theoretical steering torque corresponding to the steering wheel angle information.

[0083] S202: When the difference between the actual steering torque and the theoretical steering torque is greater than the preset difference, the assist coefficient is determined based on the actual steering torque and the theoretical steering torque. The assist coefficient is used to characterize the strength of the steering assistance provided by the vehicle's power steering system to the vehicle.

[0084] The lower the assist coefficient, the weaker the steering assistance provided by the power steering system, and vice versa. The assist coefficient is greater than or equal to 0 and less than or equal to 1.

[0085] When the power steering system provides normal steering assistance, the driver can easily turn the steering wheel, causing the vehicle to turn to the angle corresponding to the steering wheel's turning angle. For example, when the steering wheel is turned to a certain angle, the actual steering torque applied by the driver is equal to the theoretical steering torque calculated by the main controller based on that angle, or in other words, the difference between the two is within a normal range. Actual steering torque within this normal range allows the vehicle to turn to the driver's desired angle promptly. In this case, the assist coefficient can be 1.

[0086] When the difference between the actual steering torque and the theoretical steering torque obtained by the main controller exceeds a preset difference, the main controller determines that the power steering system's steering assistance has weakened. It then determines the assist coefficient based on this difference, so that subsequent steering assistance can be provided based on this coefficient. For example, when the assist coefficient is low, more drive torque is distributed to the outer wheels and less drive torque to the inner wheels during steering, thus aiding in vehicle steering. The specific implementation of steering assistance based on the assist coefficient will be explained in detail in subsequent steps and will not be elaborated upon here.

[0087] S203: Determine the vehicle's steering compensation coefficient based on the preset curve showing the relationship between the steering compensation coefficient and the assist coefficient, as well as the assist coefficient.

[0088] In a possible implementation, the vehicle's main controller may have a preset curve showing the relationship between the steering compensation coefficient and the power assist coefficient. After obtaining the power assist coefficient of the power steering system, the main controller determines the steering compensation coefficient corresponding to the power assist coefficient of the power steering system based on the curve showing the relationship between the steering compensation coefficient and the power assist coefficient, by means of table lookup, interpolation, or proportional amplification.

[0089] For example, Figure 3 This is a schematic diagram illustrating the relationship between the steering compensation coefficient and the assist coefficient, provided as an embodiment of this application. Figure 3 As shown, the steering compensation coefficient is greater than or equal to 0 and less than or equal to 0.5, and the power assist coefficient is greater than the preset power assist coefficient. Figure 3 At the turning point (in the process), the smaller the power assist coefficient, the larger the steering compensation coefficient, so as to provide greater steering ability to vehicles that have lost some steering power; when the power assist coefficient is less than or equal to the preset power assist coefficient, the steering compensation coefficient is 0.5, so as to provide the maximum steering ability to vehicles that have lost all steering power.

[0090] S204: Determine the target driving force of the vehicle based on the steering compensation coefficient.

[0091] The target driving force may include the target driving force of the left front wheel and the target driving force of the right front wheel, and / or the target driving force of the left rear wheel and the target driving force of the right rear wheel. For example, when the vehicle is four-wheel drive, the target driving force may include the target driving force of the left front wheel, the target driving force of the right front wheel, the target driving force of the left rear wheel, and the target driving force of the right rear wheel; when the vehicle is front-axle drive, the target driving force may include the target driving force of the left front wheel and the target driving force of the right front wheel; when the vehicle is rear-axle drive, the target driving force may include the target driving force of the left rear wheel and the target driving force of the right rear wheel.

[0092] In one possible implementation, the target driving force of the vehicle is obtained by distributing the front axle driving force and / or rear axle driving force through a steering compensation coefficient.

[0093] In another possible implementation, the vehicle's yaw rate is calculated using a steering compensation coefficient, and the target driving force of the vehicle is obtained by distributing the front axle driving force and / or rear axle driving force based on the yaw rate.

[0094] S205: Controls vehicle steering based on the vehicle's target driving force.

[0095] In a possible implementation, the main controller sends the target driving force or the target driving torque obtained based on the target driving force to the multi-motor unit, so that the multi-motor unit performs vehicle steering.

[0096] In this embodiment, the theoretical steering torque corresponding to the actual steering torque applied by the driver to the steering wheel and the steering wheel angle information is obtained. When the difference between the actual steering torque and the theoretical steering torque is greater than a preset difference, an assist coefficient is determined based on the actual steering torque and the theoretical steering torque. The assist coefficient is used to characterize the strength of the steering assistance provided by the vehicle's power steering system. The vehicle's steering compensation coefficient is determined based on a preset curve showing the correspondence between the steering compensation coefficient and the assist coefficient, as well as the assist coefficient itself. The target driving force of the vehicle is determined based on the steering compensation coefficient. The vehicle's steering is controlled based on the target driving force. When the vehicle's power steering system experiences a decrease in steering assistance, a corresponding steering compensation coefficient is determined based on the assist coefficient at the time of the decrease. The driving force of the wheels is controlled based on the steering compensation coefficient to obtain additional steering capability. This allows the vehicle to be turned to the driver's desired angle in a timely manner even when the steering assistance of the steering system is partially or completely lost, reducing accidents caused by untimely vehicle steering and helping to improve driving safety.

[0097] Optional, in Figure 2 Based on the corresponding embodiments, in one possible implementation, the step of determining the assist coefficient based on the actual steering torque and the theoretical steering torque may include: determining the assist coefficient based on a preset curve showing the correspondence between the difference between the actual steering torque and the theoretical steering torque and the assist coefficient, and the difference between the actual steering torque and the theoretical steering torque.

[0098] In a possible implementation, the main controller can store a preset curve showing the relationship between the difference between the actual steering torque and the theoretical steering torque and the power assist coefficient. When the difference between the actual steering torque applied by the driver to the steering wheel and the theoretical steering torque calculated from the steering wheel angle information is greater than the preset difference, the main controller determines the power assist coefficient of the power steering system by using a lookup table interpolation method based on this difference and the preset curve showing the relationship between the difference between the actual steering torque and the theoretical steering torque and the power assist coefficient.

[0099] For example, Figure 4This is a schematic diagram illustrating the relationship between the difference between actual steering torque and theoretical steering torque and the assist coefficient, provided for embodiments of this application. Figure 4 As shown, when the actual steering torque exceeds the theoretical steering torque by a certain range, or in other words, the difference between the actual steering torque and the theoretical steering torque is greater than a preset difference ( Figure 4 When the turning point (in the equation) is reached, it is determined that the steering assistance provided by the power steering system weakens. The larger the difference between the actual steering torque and the theoretical steering torque, the smaller the assist coefficient. To increase the redundancy of vehicle handling, a preset difference greater than 0 is used. The specific value of the preset difference can be set according to the actual scenario, and this embodiment does not impose a specific limitation on it. When the difference between the actual steering torque and the theoretical steering torque is less than or equal to the preset difference, the assist coefficient is 1.

[0100] A power assist coefficient of 0 indicates that the power steering system provides no steering assistance at all, while a power assist coefficient of 1 indicates that the power steering system provides full steering assistance. For example, assuming the preset difference is 5 Newton-meters (Nm), the power assist coefficient is set to 1 when the difference between the actual steering torque and the theoretical steering torque is 5 Nm. The power assist coefficient remains 1 when the difference between the actual steering torque and the theoretical steering torque is less than or equal to the preset difference, such as 4 Nm.

[0101] In this embodiment, the power steering coefficient is determined based on the preset curve showing the relationship between the difference between the actual steering torque and the theoretical steering torque and the power steering coefficient. This means determining the degree of reduction in the power steering assist, so that the vehicle can be assisted in steering in a targeted manner based on the degree of reduction in the power steering assist, thereby effectively improving the accuracy of vehicle steering angle control.

[0102] In one possible implementation, the method may further include: acquiring the voltage of the vehicle's power steering system; and when the voltage is lower than a preset voltage value, determining the power steering coefficient according to a preset voltage-to-power steering coefficient correspondence table and the voltage.

[0103] In a possible implementation, the main controller can determine the power steering coefficient based on a preset table corresponding to the power steering system's fault types and levels. Fault types can include power steering motor winding failure, power steering system voltage reduction, etc.; each fault type can include one or more fault levels. For example, the fault level corresponding to the failure of both the main and auxiliary power steering motor circuits differs from the fault level corresponding to the failure of either the main or auxiliary power steering motor circuit. Similarly, different voltage values ​​after a power steering system voltage reduction correspond to different fault levels.

[0104] For example, the vehicle's main controller can monitor the voltage of the power steering system in real time. When the voltage of the power steering system is detected to be lower than a preset voltage value, it determines that the power steering system has malfunctioned and determines the assist coefficient based on a preset voltage-assist coefficient correspondence table and the voltage of the power steering system. When the vehicle is turning, the main controller assists the vehicle in steering based on this assist coefficient, so as to provide additional steering ability to the vehicle in the event that the power steering system's steering assistance is partially or completely lost.

[0105] The preset voltage value can include multiple voltage values. For example, the preset voltage value includes a first voltage value and a second voltage value, where the first voltage value is greater than the second voltage value. Therefore, when the power steering system voltage is less than the first voltage value but greater than or equal to the second voltage value, the first assist coefficient is determined as the power steering system assist coefficient; when the power steering system voltage is less than the second voltage value, the second assist coefficient is determined as the power steering system assist coefficient. The first assist coefficient being greater than the second assist coefficient means that the lower the power steering system voltage, the smaller the assist coefficient, and the weaker the steering assistance provided by the power steering system.

[0106] For example, the main controller can monitor the power, current, etc. of the power steering motor in the power steering system in real time to determine whether the main winding and / or auxiliary winding of the power steering motor has failed. The embodiments of this application do not specifically limit the implementation of determining whether the power steering motor winding has failed.

[0107] When the main winding and / or auxiliary winding of the power steering motor fails, the power steering motor is determined to be faulty. A power steering motor failure will also cause partial or complete loss of steering assist. The vehicle's main controller can have a preset table corresponding to power steering motor failures and assist coefficients. For example, when either the main winding or the auxiliary winding of a dual-winding power steering motor fails, the corresponding assist coefficient is 0.7; when both the main winding and the auxiliary winding fail, the corresponding assist coefficient is 0. The specific assist coefficient corresponding to a power steering motor failure can be calibrated according to the actual scenario; this application embodiment does not specifically limit this. When the vehicle is turning, the main controller assists the vehicle in steering based on the assist coefficient corresponding to the power steering motor failure, providing additional steering capability to the vehicle in the event of partial or complete loss of steering assist in the power steering system.

[0108] In this embodiment, the vehicle's power steering system or power steering motor may malfunction while the vehicle is traveling straight or turning, resulting in partial or complete loss of steering assistance. If the power steering system malfunctions before the vehicle begins to turn, the main controller can determine the assist coefficient based on a preset table corresponding to the power steering system's fault type and fault level. The main controller stores the determined assist coefficient, and when the vehicle begins to turn, it can use this assist coefficient to control the driving force of the wheels, thereby assisting the vehicle in turning. Furthermore, if the power steering system's fault type and fault level do not change during this turning process, the main controller can continue to use this assist coefficient throughout the turning process.

[0109] However, the actual steering torque applied by the driver to the steering wheel can more intuitively determine how heavy the steering wheel is during the steering process. The assist coefficient determined based on the theoretical steering torque corresponding to the actual steering torque applied by the driver to the steering wheel and the angular velocity of the steering wheel can also more accurately represent the strength of the steering assistance provided by the power steering system. Therefore, the assist coefficient determined according to the preset table of correspondence between the fault type and fault level of the power steering system and the assist coefficient can also be used in combination with the assist coefficient determined by the theoretical steering torque corresponding to the actual steering torque applied by the driver to the steering wheel and the angular velocity of the steering wheel.

[0110] For example, if a malfunction occurs in the power steering system or power steering motor before the vehicle begins to turn or before the driver intends to turn, the main controller can determine and save the power steering coefficient based on a preset table corresponding to the fault type and level of the power steering system and the power steering coefficient. When the driver begins to turn, or before the main controller determines the power steering coefficient based on the theoretical steering torque corresponding to the actual steering torque applied by the driver to the steering wheel and the angular velocity of the steering wheel, the main controller can assist the vehicle in turning based on the saved power steering coefficient. After the main controller determines the power steering coefficient based on the theoretical steering torque corresponding to the actual steering torque applied by the driver to the steering wheel and the angular velocity of the steering wheel, the main controller uses that power steering coefficient to assist the vehicle in turning. This compensates for the potential time delay when determining the power steering coefficient based on the actual steering torque applied by the driver to the steering wheel and the angular velocity of the steering wheel after the vehicle has begun to turn, further enabling the vehicle to turn to the angle desired by the driver in a timely manner.

[0111] Optionally, in order to make the assist coefficient used by the main controller more accurately represent the strength of the steering assistance provided by the power steering system, if a malfunction occurs during the vehicle's steering process, the main controller can assist the vehicle's steering by determining the assist coefficient based on the actual steering torque applied by the driver to the steering wheel and the theoretical steering torque corresponding to the steering wheel's angular velocity.

[0112] In this embodiment of the application, after the vehicle has completed steering, the main controller can save the power assist coefficient used when the steering was completed for use in the next vehicle steering. During this period, if the fault type or fault level of the vehicle's power steering system changes, the saved power assist coefficient can be updated in real time based on the fault change.

[0113] In one possible implementation, step S204 may include: distributing the front axle driving force and / or rear axle driving force of the vehicle according to the steering compensation coefficient to obtain the target driving force of the vehicle.

[0114] The target driving force may include the target driving force of the left front wheel and the target driving force of the right front wheel of the vehicle, and / or the target driving force of the left rear wheel and the target driving force of the right rear wheel.

[0115] In a possible implementation, the main controller distributes the front axle driving force based on the steering compensation coefficient to obtain the corrected target driving force for the left front wheel and the right front wheel. The main controller also distributes the rear axle driving force based on the steering compensation coefficient to obtain the corrected target driving force for the left rear wheel and the right rear wheel.

[0116] It is understandable that when a vehicle accelerates, the target driving force is determined based on the steering compensation coefficient; when a vehicle decelerates, the target braking force is determined based on the steering compensation coefficient.

[0117] For example, regarding four-wheel drive, please refer to [link / reference]. Figure 5a For example, Figure 5a This illustration shows a target driving force diagram for a vehicle turning right, according to an embodiment of this application. Figure 5a As shown, during acceleration, F x1 For the target driving force of the right front wheel, F x2 For the target driving force of the left front wheel, F x3 For the target driving force of the right rear wheel, F x4 δ1 represents the target driving force for the left rear wheel, δ2 represents the steering angle for the right front wheel, and δ3 represents the steering angle for the left front wheel. When the vehicle turns right, the front and rear axle driving forces are distributed according to the steering compensation coefficient, resulting in a larger target driving force for the left front and left rear wheels and a smaller target driving force for the right front and right rear wheels. This gives the vehicle greater steering ability, allowing it to quickly turn to the driver's desired angle even when the power steering system loses some or all of its steering assist.

[0118] Similarly, if the vehicle turns to the left, the front and rear axle driving forces are distributed according to the steering compensation coefficient, so that the target driving forces of the right front wheel and the right rear wheel are greater, and the target driving forces of the left front wheel and the left rear wheel are smaller, so as to give the vehicle greater steering ability.

[0119] For example, let's still take four-wheel drive as an example. Figure 5b This illustration shows a target braking force diagram for a vehicle turning right, according to an embodiment of this application. Figure 5b As shown, during deceleration, F x1 For the target braking force of the left front wheel, F x2 For the target braking force of the right front wheel, F x3 For the target braking force of the left rear wheel, F x4 δ1 represents the target braking force of the right rear wheel, δ2 represents the steering angle of the left front wheel, and δ3 represents the steering angle of the right front wheel. When the vehicle turns right, the front and rear axle braking forces are distributed according to the steering compensation coefficient, resulting in a larger target braking force for the right front and right rear wheels and a smaller target braking force for the left front and left rear wheels, thereby giving the vehicle greater steering ability.

[0120] Similarly, if the vehicle turns left, the front and rear axle braking forces are distributed according to the steering compensation coefficient, so that the target braking forces of the left front wheel and left rear wheel are greater, and the target braking forces of the right front wheel and right rear wheel are smaller, so that the vehicle can have greater steering ability.

[0121] The front axle driving force and / or rear axle driving force can be calculated based on the opening of the vehicle's accelerator pedal; the front axle braking force and / or rear axle braking force can be calculated based on the opening of the vehicle's brake pedal.

[0122] The steering compensation coefficient is greater than or equal to 0 and less than or equal to a preset coefficient. The preset coefficient can be set according to functional safety decomposition, vehicle attribute requirements, etc., and this application embodiment does not specifically limit it.

[0123] For example, the preset coefficient can be 0.5. Taking a four-wheel drive vehicle turning right as an example, the target driving force satisfies the formula:

[0124] F x1 = (0.5-N)*F f

[0125] F x2 = (0.5 + N) * F f

[0126] F x3 = (0.5-N)*F r

[0127] F x4 = (0.5 + N) * F r

[0128] Among them, F x1 For the target driving force of the right front wheel, F x2For the target driving force of the left front wheel, F x3 For the target driving force of the right rear wheel, F x4 For the target driving force of the left rear wheel, F f For the front axle driving force, F r The rear axle driving force is N, which is the steering compensation coefficient.

[0129] In this embodiment, the front axle driving force and / or rear axle driving force are distributed by a steering compensation coefficient, which increases the target driving force of the outer wheels and decreases the target driving force of the inner wheels when the vehicle is turning. This allows the vehicle to obtain greater steering ability based on existing hardware, and enables the vehicle to turn to the angle desired by the driver in a timely manner when the power steering system loses part or all of its steering assistance, while saving costs.

[0130] In one possible implementation, step S204 may include: determining the desired yaw rate of the vehicle based on the steering compensation coefficient; and distributing the front axle driving force and / or rear axle driving force of the vehicle based on the desired yaw rate to obtain the target driving force of the vehicle.

[0131] In a possible implementation, the vehicle's main controller can determine the vehicle's desired yaw rate based on the steering compensation coefficient and the theoretical yaw rate corresponding to the steering wheel angle. Based on the desired yaw rate, the front axle driving force and / or rear axle driving force of the vehicle are distributed to obtain the vehicle's target driving force. That is, under the premise that the sum of the target driving force of the left front wheel and the target driving force of the right front wheel is the front axle driving force, the magnitude of the target driving force of the left front wheel and the target driving force of the right front wheel is changed according to the desired yaw rate, and / or under the premise that the sum of the target driving force of the left rear wheel and the target driving force of the right rear wheel is the rear axle driving force, the magnitude of the target driving force of the left rear wheel and the target driving force of the right rear wheel is changed according to the desired yaw rate.

[0132] For example, taking a four-wheel drive vehicle as an example, the target driving force satisfies the formula:

[0133] F x1 +F x2 =F f

[0134] F x3 +F x4 =F r

[0135]

[0136]

[0137] Among them, F f F is the driving force or braking force of the front axle of the vehicle during acceleration. f For front axle driving force, F during decelerationf For front axle braking force; F r F is the driving force or braking force of the rear axle of the vehicle during acceleration. r For rear axle driving force, F during deceleration r For rear axle braking force; M Z This is the yaw torque caused by the difference in longitudinal driving force / braking force of the four wheels; I is the desired yaw rate; B is the vehicle's moment of inertia; L is the wheelbase; f This is the distance between the vehicle's center of gravity and the front axle.

[0138] Based on the above formula, the target driving force formula is obtained:

[0139]

[0140]

[0141]

[0142]

[0143] Among them, F f For the driving force of the vehicle's front axle; F r For the rear axle driving force of the vehicle; F x1 The target driving force for the right front wheel; F x2 The target driving force for the left front wheel; F x3 The target driving force for the right rear wheel; F x4 δ1 is the target driving force of the left rear wheel; δ2 is the steering angle of the right front wheel; M is the steering angle of the left front wheel; Z This is the yaw torque caused by the difference in longitudinal driving force / braking force of the four wheels; Let L be the desired yaw rate; I be the vehicle's moment of inertia; B be the vehicle's track width; a be the contribution of the rear axle drive force distribution to the desired yaw rate; 1-a be the contribution of the front axle drive force distribution to the desired yaw rate; L f This is the distance between the vehicle's center of gravity and the front axle.

[0144] In this embodiment, the front axle driving force and / or rear axle driving force are distributed by the desired yaw rate, which increases the target driving force of the outer wheels and decreases the target driving force of the inner wheels when the vehicle is turning. This allows the vehicle to obtain greater steering ability based on existing hardware, and saves costs while enabling the vehicle to turn to the angle desired by the driver in a timely manner when the power steering system loses some or all of its steering assistance.

[0145] In one possible implementation, the above steps of determining the desired yaw rate of the vehicle based on the steering compensation coefficient may include: acquiring steering wheel angle information, and determining the desired yaw rate of the vehicle based on the angle information and the steering compensation coefficient.

[0146] The steering wheel angle information includes the angle size and the direction of the turn.

[0147] In a possible implementation, when the vehicle is turning, the main controller calculates the theoretical yaw rate corresponding to the steering wheel angle information based on the vehicle's dynamic model. Then, it determines the vehicle's desired yaw rate based on the theoretical yaw rate and the steering compensation coefficient. The step of calculating the theoretical yaw rate based on the steering wheel angle information using the vehicle's dynamic model is existing technology and will not be elaborated here.

[0148] For example, the desired yaw rate satisfies the formula:

[0149]

[0150] in, For the desired yaw rate, Where is the theoretical yaw rate, and N is the steering compensation coefficient.

[0151] In this embodiment, the desired yaw rate of the vehicle is determined by the steering wheel angle information and the steering compensation coefficient, so that the vehicle can be assisted to turn based on the desired yaw rate, so that the vehicle can turn to the angle desired by the driver in a timely manner when the power steering system loses some or all of its steering assistance.

[0152] In one possible implementation, step S305 may include: determining the target driving torque of the vehicle based on the target driving force of the vehicle; and sending the target driving torque to the multi-motor unit so that the multi-motor unit controls the steering of the vehicle based on the target driving torque.

[0153] For example, the target driving torque of the vehicle is determined based on the target driving force of the vehicle, and the target driving torque satisfies the formula:

[0154] T x1 =F x1 *R

[0155] T x2 =F x2 *R

[0156] T x3 =F x3 *R

[0157] T x4 =F x4 *R

[0158] Among them, T x1 T represents the target drive torque for the right front wheel. x2 T is the target drive torque for the left front wheel. x3 T is the target drive torque for the right rear wheel. x4 R represents the target drive torque for the left rear wheel, where R is the radius of the wheel.

[0159] The main control unit can send the target drive torque to the multi-motor unit, enabling the left front wheel motor, right front wheel motor, left rear wheel motor, and right rear wheel motor in the multi-motor unit to control the vehicle steering according to the corresponding target drive torque. Because the target drive force on the outer wheels is greater than that on the existing inner wheels, and the target drive force on the inner wheels is smaller than that on the existing inner wheels, the target drive torque corresponding to the outer wheel motors is also greater, and the target drive torque corresponding to the inner wheel motors is smaller. This gives the vehicle a torque that rotates along the vehicle's Z-axis to control the steering, allowing the vehicle to maintain greater steering ability even when the power steering system loses power assist. This enables the vehicle to steer to the driver's desired angle more quickly, reducing accidents caused by delayed steering and improving driving safety.

[0160] Figure 6 This is a schematic diagram of the structure of a vehicle control device provided in an embodiment of this application, as shown below. Figure 6 As shown, the vehicle control device 60 includes: an acquisition module 601, a first determination module 602, a second determination module 603, a third determination module 604, and a control module 605, wherein,

[0161] The acquisition module 601 is used to acquire the actual steering torque applied by the driver to the steering wheel and the theoretical steering torque corresponding to the steering wheel angle information;

[0162] The first determining module 602 is used to determine the assist coefficient based on the actual steering torque and the theoretical steering torque when the difference between the actual steering torque and the theoretical steering torque is greater than a preset difference. The assist coefficient is used to characterize the strength of the steering assistance provided by the power steering system of the vehicle to the vehicle.

[0163] The second determining module 603 is used to determine the steering compensation coefficient of the vehicle based on the preset correspondence curve between the steering compensation coefficient and the assist coefficient and the assist coefficient.

[0164] The third determining module 604 is used to determine the target driving force of the vehicle based on the steering compensation coefficient;

[0165] The control module 605 is used to control the vehicle steering according to the target driving force of the vehicle.

[0166] In one possible implementation, the first determining module 602 is specifically used for:

[0167] The assist coefficient is determined based on the preset curve showing the relationship between the difference between the actual steering torque and the theoretical steering torque and the assist coefficient, as well as the difference between the actual steering torque and the theoretical steering torque.

[0168] In one possible implementation, device 60 further includes:

[0169] The first acquisition module is used to acquire the voltage of the vehicle's power steering system;

[0170] The fourth determining module is used to determine the assist coefficient based on a preset voltage-assist coefficient correspondence table and voltage when the voltage is lower than the preset voltage value.

[0171] In one possible implementation, the third determining module 604 is specifically used for:

[0172] The front axle driving force and / or rear axle driving force of the vehicle are distributed according to the steering compensation coefficient to obtain the target driving force of the vehicle. The target driving force includes the target driving force of the left front wheel and the target driving force of the right front wheel, and / or the target driving force of the left rear wheel and the target driving force of the right rear wheel.

[0173] In one possible implementation, the third determining module 604 is specifically used for:

[0174] The desired yaw rate of the vehicle is determined based on the steering compensation coefficient;

[0175] The target driving force of the vehicle is obtained by distributing the front axle driving force and / or rear axle driving force according to the desired yaw rate.

[0176] In one possible implementation, the third determining module 604 is specifically used to: acquire steering wheel angle information, and determine the vehicle's desired yaw rate based on the steering angle information and steering compensation coefficient.

[0177] In one possible implementation, the control module 605 is specifically used for:

[0178] Determine the target driving torque of the vehicle based on the target driving force of the vehicle;

[0179] The target drive torque is sent to the multi-motor unit, which then controls the vehicle steering according to the target drive torque.

[0180] The vehicle control device 60 provided in this application embodiment can execute the technical solution shown in the above vehicle control method embodiment. Its implementation principle and beneficial effects are similar, and will not be described again here.

[0181] Figure 7This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. Please refer to... Figure 7 The electronic device 70 includes a memory 701, a processor 702, a communication component 703, and a bus 704. The memory 701, processor 702, and communication component 703 are interconnected via the bus 704.

[0182] Memory 701 stores instructions executed by the computer;

[0183] The processor 702 executes the computer execution instructions stored in the memory 701, causing the processor 702 to execute the above-described vehicle control method;

[0184] The communication component 703 can be applied to, but is not limited to, transceiver devices such as transceivers, to enable communication between the electronic device 70 and other devices or communication networks;

[0185] Bus 704 may include a pathway for transmitting information between various components of electronic device 70 (e.g., memory 701, processor 702, communication component 703).

[0186] Electronic devices 70 can be chips, modules, integrated development environments (IDEs), etc.

[0187] Figure 7 The electronic device shown in the embodiment can execute the technical solution shown in the above vehicle control method embodiment. Its implementation principle and beneficial effects are similar, and will not be described again here.

[0188] This application also provides a computer-readable storage medium storing computer-executable instructions, which are used to implement the above-described vehicle control method when executed by a processor.

[0189] This application also provides a computer program product, including a computer program that, when executed by a processor, can implement the above-described vehicle control method.

[0190] The computer-readable storage medium and computer program product of the present application embodiments can execute the above-described vehicle control method. The specific implementation process and beneficial effects are described above and will not be repeated here.

[0191] All or part of the steps in the above-described method embodiments can be implemented by hardware related to program instructions. The aforementioned program can be stored in a readable memory. When the program is executed, it performs the steps of the above-described method embodiments; and the aforementioned memory (storage medium) includes: read-only memory (ROM), random access memory (RAM), flash memory, hard disk, solid-state drive, magnetic tape, floppy disk, optical disc, and any combination thereof.

[0192] Other embodiments of this application will readily occur to those skilled in the art upon consideration of the specification and practice of the invention disclosed herein. This application is intended to cover any variations, uses, or adaptations of this application that follow the general principles of this application and include common knowledge or customary techniques in the art not disclosed herein. The specification and examples are to be considered exemplary only, and the true scope and spirit of this application are indicated by the claims.

[0193] It should be understood that this application is not limited to the precise structure described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of this application is limited only by the appended claims.

Claims

1. A vehicle control method, characterized in that, include: Obtain the actual steering torque applied by the driver to the steering wheel and the theoretical steering torque corresponding to the steering wheel angle information; When the difference between the actual steering torque and the theoretical steering torque is greater than a preset difference, an assist coefficient is determined based on the actual steering torque and the theoretical steering torque. The assist coefficient is used to characterize the strength of the steering assist provided by the power steering system of the vehicle to the vehicle. The steering compensation coefficient of the vehicle is determined based on the preset curve showing the correspondence between the steering compensation coefficient and the assist coefficient, as well as the assist coefficient. The target driving force of the vehicle is determined based on the steering compensation coefficient; The vehicle steering is controlled according to the target driving force of the vehicle; The step of determining the assist coefficient based on the actual steering torque and the theoretical steering torque includes: The assist coefficient is determined based on the preset curve showing the relationship between the difference between the actual steering torque and the theoretical steering torque and the assist coefficient, as well as the difference between the actual steering torque and the theoretical steering torque.

2. The method according to claim 1, characterized in that, The method further includes: Obtain the voltage of the power steering system of the vehicle; When the voltage is lower than the preset voltage value, the assist coefficient is determined according to the preset voltage-assistance coefficient correspondence table and the voltage.

3. The method according to any one of claims 1 to 2, characterized in that, Determining the target driving force of the vehicle based on the steering compensation coefficient includes: The front axle driving force and / or rear axle driving force of the vehicle are distributed according to the steering compensation coefficient to obtain the target driving force of the vehicle. The target driving force includes the target driving force of the left front wheel and the target driving force of the right front wheel, and / or the target driving force of the left rear wheel and the target driving force of the right rear wheel.

4. The method according to claim 3, characterized in that, Determining the target driving force of the vehicle based on the steering compensation coefficient includes: The desired yaw rate of the vehicle is determined based on the steering compensation coefficient; The front axle driving force and / or rear axle driving force of the vehicle are distributed according to the desired yaw rate to obtain the target driving force of the vehicle.

5. The method according to claim 4, characterized in that, Determining the desired yaw rate of the vehicle based on the steering compensation coefficient includes: The steering wheel angle information is obtained, and the desired yaw rate of the vehicle is determined based on the steering angle information and the steering compensation coefficient.

6. The method according to any one of claims 1 to 2, characterized in that, The step of controlling the vehicle steering according to the target driving force of the vehicle includes: The target driving torque of the vehicle is determined based on the target driving force of the vehicle. The target drive torque is sent to the multi-motor unit, which then controls the vehicle steering according to the target drive torque.

7. A vehicle control device, characterized in that, It includes an acquisition module, a first determination module, a second determination module, a third determination module, and a control module, wherein, The acquisition module is used to acquire the actual steering torque applied by the driver to the steering wheel and the theoretical steering torque corresponding to the steering wheel angle information; The first determining module is used to determine an assist coefficient based on the actual steering torque and the theoretical steering torque when the difference between the actual steering torque and the theoretical steering torque is greater than a preset difference. The assist coefficient is used to characterize the strength of the steering assist provided by the power steering system of the vehicle to the vehicle. The second determining module is used to determine the steering compensation coefficient of the vehicle based on a preset curve showing the correspondence between the steering compensation coefficient and the assist coefficient, and the assist coefficient. The third determining module is used to determine the target driving force of the vehicle based on the steering compensation coefficient. The control module is used to control the vehicle steering according to the target driving force of the vehicle; The first determining module is specifically used to determine the assist coefficient based on a preset curve showing the relationship between the difference between the actual steering torque and the theoretical steering torque and the assist coefficient, as well as the difference between the actual steering torque and the theoretical steering torque.

8. An electronic device, characterized in that, include: Processor, memory; The memory stores computer-executable instructions; the processor executes the computer-executable instructions stored in the memory, causing the processor to perform the method as described in any one of claims 1 to 6.

9. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer-executable instructions that, when executed by a processor, are used to implement the method of any one of claims 1 to 6.

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