Control method of vehicle and related device

Abstract

A control method of a vehicle, comprising: obtaining a first parameter of the vehicle, the first parameter being a parameter indicating a driving intention of the vehicle (S310); and compensating a return torque of a steering system in a case where the first parameter of the vehicle meets a first acceleration condition (S320). The control method of the vehicle improves the stability and driving safety of the vehicle. A control system of a vehicle, a vehicle, a readable storage medium and a computer program product are also provided.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and more particularly to a vehicle control method, system, device, storage medium, and computer program product. Background Technology

[0002] With the continuous development of the vehicle design and manufacturing industry, users' requirements for vehicle driving experience and safety are gradually increasing, leading to the emergence of a series of standards to improve vehicle handling stability. These technical standards stipulate that after vehicle design is completed, it should maintain good steering return performance and good steering centering feel across different speed ranges. Summary of the Invention

[0003] This application provides a vehicle control method, system, device, storage medium, and computer program product, aiming to provide a solution to improve vehicle operation stability under transient high-speed conditions.

[0004] On the one hand, this application provides a vehicle control method, which may include:

[0005] Obtain the vehicle's first parameter, which is a parameter indicating the vehicle's driving intention;

[0006] When the vehicle's first parameters meet the first acceleration condition, the return torque of the steering system is compensated.

[0007] In these embodiments, by acquiring the first parameter, the vehicle's driving intention is understood in a timely manner. Then, when the first parameter meets the first acceleration condition, the return torque of the steering system is compensated. Therefore, even when the first parameter meets the first acceleration condition and the vehicle is under transient high torque output, the return torque compensation can maintain the vehicle's steering return performance, improving vehicle handling stability and driving safety.

[0008] Optionally, before compensating for the return torque of the steering system, the method may further include:

[0009] Determine whether to compensate for the return torque of the steering system, and obtain the determination result;

[0010] When the judgment result indicates that the return torque of the steering system should be compensated, the following steps are performed: compensate the return torque of the steering system.

[0011] In these embodiments, it is possible to ensure that the compensation of steering return torque is achieved only when the transient high torque output is taken into account and the steering return capability needs to be restored, thus achieving precise control.

[0012] Optionally, determining whether to compensate for the return torque of the steering system may include:

[0013] The vehicle's first operating parameters are obtained. The first operating parameters may include at least one of the vehicle's speed, lateral acceleration, and first torque, where the first torque is the torque received by the vehicle's steering wheel.

[0014] Based on the first operating parameter, determine whether to compensate for the return torque of the steering system.

[0015] In these embodiments, the impact of vehicle and personnel operations under transient high torque output is taken into account, ensuring that steering return torque compensation is only implemented when necessary, thus achieving precise control.

[0016] Optionally, determining whether to compensate for the return torque of the steering system based on the first operating parameter may include at least one of the following steps:

[0017] When the absolute value of the lateral acceleration is less than or equal to the acceleration threshold, the judgment result indicates that the return torque of the steering system should be compensated.

[0018] When the direction of the first torque does not change along the second direction or the absolute value of the first torque is less than or equal to the torque threshold, the judgment result indicates that the return torque of the steering system should be compensated, and the second direction is the return direction of the steering wheel.

[0019] When the vehicle speed is less than or equal to the speed threshold, the judgment result indicates that the return torque of the steering system should be compensated.

[0020] In these embodiments, the influence of the vehicle's current speed, initial torque, and lateral acceleration on the steering return performance is taken into account, which can prevent the steering system's return torque from overshooting, improve the accuracy of the vehicle's control system's compensation decisions, and ensure improved vehicle operation stability.

[0021] Optionally, compensating for the return torque of the steering system may include:

[0022] Obtain the first steering torque compensation value of the steering system;

[0023] The steering system is controlled to output according to the first steering torque compensation value.

[0024] In these embodiments, the process of compensating for the return torque of the steering system is refined. During the compensation process, the steering system (i.e., the EPS system) can be controlled to output according to the first steering torque compensation value obtained by the steering system. This enables the steering system to achieve the return torque corresponding to the first steering torque compensation value, ensuring steering return performance, helping to maintain the centering feel of the steering wheel, and improving the stability of vehicle operation.

[0025] Optionally, obtaining the first steering torque compensation value of the steering system may include:

[0026] The initial steering torque compensation value, first compensation coefficient, and second compensation coefficient of the steering system are obtained. The first compensation coefficient is related to the steering wheel angle, and the second compensation coefficient is related to the degree of adhesion of the vehicle when driving on the road surface.

[0027] The first steering torque compensation value of the steering system is determined based on the initial steering torque compensation value, the first compensation coefficient, and the second compensation coefficient.

[0028] In these embodiments, an optional scheme for obtaining the first steering torque compensation value when compensating for the return torque of the steering system is provided. This scheme takes into account the driver's perception of road conditions and the real-time situation of the driver's steering wheel operation, preventing over-adjustment or under-compensation of the steering return compensation amount, and improving the accuracy of the first steering torque compensation value.

[0029] Optionally, obtaining the initial steering torque compensation value, the first compensation coefficient, and the second compensation coefficient of the steering system may include:

[0030] The vehicle's first rate of change, second rate of change, drive torque, steering wheel angle, and road adhesion coefficient are obtained. The first rate of change is the rate of change of drive torque, and the second rate of change is the rate of change of steering wheel angle.

[0031] The initial steering torque compensation value is determined based on the driving torque and the first rate of change.

[0032] The first compensation coefficient is determined based on the vehicle's steering wheel angle and the second rate of change;

[0033] The second compensation coefficient is determined based on the road surface adhesion coefficient.

[0034] In these embodiments, optional implementation schemes for obtaining the first compensation coefficient, the second compensation coefficient, and the initial steering torque compensation value are provided. These schemes take into account the relationship between the driver's perception of road conditions and the steering return force, the real-time situation of the driver's steering wheel operation, and the output of the driving torque. This can improve the accuracy of steering return performance compensation and indirectly improve the stability of vehicle handling.

[0035] Optionally, obtaining the vehicle's first rate of change may include:

[0036] Read the original drive torque change rate of the vehicle's drive system; the original drive torque change rate is the first change rate.

[0037] After obtaining the vehicle's first parameters, the method may also include:

[0038] If the vehicle's first parameter does not meet the first acceleration condition, the original driving torque change rate is filtered.

[0039] In these embodiments, when the first parameter meets the first acceleration condition, such as when the rate of change of the accelerator pedal is large (exceeding the first rate threshold), filtering can be omitted, and the original drive torque change rate obtained from the external interface can be directly used as the first change rate. This reflects the actual operating condition of the drive torque change rate as realistically as possible, indirectly improving the accuracy of the return torque compensation. However, when the drive torque does not affect the steering return performance (i.e., when the vehicle's first parameter does not meet the first acceleration condition), filtering the original drive torque change rate can weaken the fluctuations inherent in the drive torque change rate itself, improving data accuracy.

[0040] Optionally, determining the first steering torque compensation value of the steering system based on the initial steering torque compensation value, the first compensation coefficient, and the second compensation coefficient may include:

[0041] Multiply the initial steering torque compensation value, the first compensation coefficient, and the second compensation coefficient to obtain the first steering torque compensation value of the steering system.

[0042] In these embodiments, an optional implementation scheme is provided to obtain the first steering torque compensation value based on the initial steering torque compensation value, the first compensation coefficient, and the second compensation coefficient. This ensures that the final first steering torque compensation value reflects the influence of the first compensation coefficient and the second compensation coefficient, comprehensively considering the influence of vehicle handling and actual working conditions and road conditions. This improves the accuracy of steering system return torque compensation and enhances vehicle handling performance.

[0043] Optionally, when the first parameter includes the accelerator pedal position, the first acceleration condition includes: the accelerator pedal position of the vehicle changes along a first direction, and the rate of change of the accelerator pedal along the first direction is greater than a first rate threshold, where the first direction is the direction in which the accelerator pedal opening increases.

[0044] When the first parameter includes output torque, the first acceleration condition includes: the output torque of the vehicle increases, and the rate of increase of the output torque is greater than a second rate threshold.

[0045] In these embodiments, the accelerator pedal position of the vehicle is obtained; when the accelerator pedal position changes along a first direction, the rate of change of the accelerator pedal along the first direction is obtained, where the first direction is the direction in which the accelerator pedal opening increases; when the rate of change is greater than a first rate threshold, the first parameter is considered to meet the first acceleration condition. Alternatively, when the rate of increase of the vehicle's output torque is greater than a second rate threshold, the first parameter is considered to meet the first acceleration condition. This is then used to compensate for the return torque of the steering system. Therefore, by determining the vehicle is in a state of transient high torque output through the change in the accelerator pedal position and its rate of change, or the output torque, and compensating for the return torque of the steering system accordingly, the vehicle's steering return performance can be maintained even under transient high torque output conditions, improving vehicle handling stability and driving safety.

[0046] On the other hand, this application provides a vehicle control system that may include:

[0047] The acquisition module is used to acquire the first parameter of the vehicle, which is a parameter indicating the vehicle's driving intention;

[0048] The compensation module is used to compensate for the return torque of the steering system when the first parameter of the vehicle meets the first acceleration condition.

[0049] In another aspect, this application provides a vehicle control device, which may include a processor, a memory, and a program or instructions stored in the memory and executable on the processor. When the program or instructions are executed by the processor, they implement the steps of the vehicle control method as described above.

[0050] Furthermore, this application also provides a vehicle control device configured to perform the steps of the vehicle control method described above.

[0051] Furthermore, this application also provides a vehicle that includes the control device for the vehicle described above.

[0052] In another aspect, this application also provides a readable storage medium on which a program or instructions are stored, which, when executed by a processor, implement the steps of the vehicle control method described above.

[0053] In another aspect, this application also provides a computer program product that can be executed by a processor to implement the steps of the vehicle control method as described above.

[0054] The above description is only an overview of the technical solution of this application. In order to better understand the technical means of this application and to implement it in accordance with the contents of the specification, and to make the above and other objects, features and advantages of this application more obvious and understandable, the following are specific embodiments of this application. Attached Figure Description

[0055] To more clearly illustrate the technical solutions of the embodiments of this application, the drawings used in the embodiments of this application will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on the drawings without creative effort.

[0056] Figure 1 This is a schematic diagram illustrating the formation of the kingpin drag torque involved in the vehicle control method of this application embodiment.

[0057] Figure 2 This is a schematic diagram of an optional scenario for the vehicle control method according to an embodiment of this application.

[0058] Figure 3 This is a flowchart illustrating one embodiment of the vehicle control method of this application.

[0059] Figure 4 This is a schematic diagram of the first direction in one embodiment of the vehicle control method of this application.

[0060] Figure 5 This is a flowchart illustrating yet another embodiment of the vehicle control method described in this application.

[0061] Figure 6 This is a flowchart illustrating yet another embodiment of the vehicle control method described in this application.

[0062] Figure 7 This is a flowchart illustrating yet another embodiment of the vehicle control method described in this application.

[0063] Figure 8 This is a flowchart illustrating yet another embodiment of the vehicle control method described in this application.

[0064] Figure 9 This is a schematic diagram of an optional module of a vehicle control system according to an embodiment of this application.

[0065] Figure 10 This is a schematic diagram of an optional hardware structure for a vehicle control device according to an embodiment of this application.

[0066] The accompanying drawings are not drawn to scale. Detailed Implementation

[0067] The embodiments of the technical solution of this application will now be described in detail with reference to the accompanying drawings. These embodiments are only used to more clearly illustrate the technical solution of this application and are therefore merely examples, and should not be used to limit the scope of protection of this application.

[0068] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application pertains; the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the application; the terms “comprising” and “having”, and any variations thereof, in the specification, claims, and foregoing description of the drawings are intended to cover non-exclusive inclusion.

[0069] In the description of the embodiments of this application, technical terms such as "first" and "second" are used only to distinguish different objects and should not be construed as indicating or implying relative importance or implicitly specifying the number, specific order, or primary and secondary relationship of the indicated technical features. In the description of the embodiments of this application, "multiple" means two or more, unless otherwise explicitly defined.

[0070] In this document, the term "embodiment" means that a particular feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this application. The appearance of this phrase in various places throughout the specification does not necessarily refer to the same embodiment, nor is it a separate or alternative embodiment mutually exclusive with other embodiments. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described herein can be combined with other embodiments.

[0071] In the description of the embodiments in this application, the term "and / or" is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Additionally, the character " / " in this document generally indicates that the preceding and following related objects have an "or" relationship.

[0072] In the description of the embodiments of this application, the term "multiple" refers to two or more (including two), similarly, "multiple sets" refers to two or more (including two sets), and "multiple pieces" refers to two or more (including two pieces).

[0073] In the description of the embodiments of this application, the technical terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing the embodiments of this application and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the embodiments of this application.

[0074] With the development of modern vehicle electrification and intelligence, and the increasing maturity of batteries and electric drive systems, electric vehicles have become increasingly advantageous compared to traditional internal combustion engine vehicles. Furthermore, with the further development of energy storage technology, vehicle electrification will become the mainstream in the future.

[0075] Specifically, electric vehicles offer at least the following advantages: their electric motors are compact, have a wide speed range, can operate without multi-stage transmissions, have high energy conversion efficiency when converting electrical energy to mechanical energy, and possess energy recovery capabilities. Furthermore, electric vehicle motors can output peak torque from 0 to high speeds.

[0076] On the other hand, please see Figure 1 In vehicle design, due to the kingpin inclination, a kingpin trail is formed between the kingpin contact point O′ and the center point O of the tire-ground contact point. During vehicle steering, due to the lateral force, a force opposite to the steering force acts on point O. This force generates a torque around the kingpin through the kingpin trail, thereby helping the steering system return to the neutral position and enabling the steering wheel to return to center.

[0077] The aforementioned steering wheel return-to-center performance is fundamental to vehicle handling performance and is the most important component of steering feel. Throughout the entire steering wheel operation, good steering return-to-center performance helps the driver better understand the vehicle's status and reduces driving fatigue.

[0078] Therefore, in the vehicle handling stability test conducted before the vehicle leaves the factory, the vehicle needs to meet the relevant requirements and / or standards for vehicle steering return performance at both high and low speeds.

[0079] During the design and development of vehicles, the inventors of this application explored and discovered that related technologies, when conducting vehicle stability tests, only consider the degree to which the steering wheel maintains its centering performance at different speed ranges. However, in reality, under certain transient conditions, such as rapid acceleration or deceleration, the vehicle's steering centering performance can also be affected.

[0080] Please continue reading. Figure 1 Taking the aforementioned vehicles as electric vehicles for illustration, assuming all electric vehicles have the same turning radius, the higher the vehicle speed, the greater the lateral acceleration. A larger lateral acceleration means a greater self-centering torque exerted on the steering system through the kingpin, resulting in better steering self-centering performance. Conversely, at lower vehicle speeds, the lateral acceleration is also smaller due to the lower base speed. If the steering wheels have a large torque output at this time, according to the action-reaction relationship, it's equivalent to the road surface applying a driving force F to the vehicle's tires. drive When the driving force F drive When the pressure is too high, it will cause the centering feel of the steering system to disappear, thereby eliminating the steering system's ability to return to center. This will seriously affect the stability of vehicle handling and endanger the lives of drivers and passengers.

[0081] In the example scenario, please refer to Figure 2 When a vehicle turns around from the left side of the road across the center line of the lane to the right side of the road, if the front wheels of the vehicle have a large torque output, the vehicle's steering return performance will be weakened or even disappear, which may cause the vehicle to collide with oncoming vehicles or guardrails.

[0082] To address the aforementioned technical problems and improve vehicle handling stability and passenger safety, the inventors of this application have designed a steering return torque compensation control scheme under transient operating conditions, and correspondingly provide a vehicle control method, system, device, storage medium, and computer program product. By acquiring a first parameter of the vehicle, which indicates the vehicle's driving intention, and when the first parameter meets a first acceleration condition, compensation is made for the return torque of the steering system. Therefore, by using the first parameter, it is possible to determine if the vehicle is experiencing transient high torque output, and by compensating for the return torque of the steering system accordingly, the vehicle's steering return performance can be maintained even when the first parameter meets the first acceleration condition and the vehicle experiences transient high torque output, thus improving vehicle handling stability and driving safety.

[0083] The following describes the vehicle control method, system, device, storage medium, and computer program product provided in the embodiments of this application. First, the vehicle control method provided in the embodiments of this application will be introduced.

[0084] See Figure 3 , Figure 3 A flowchart illustrating an optional embodiment of the vehicle control method according to this application is shown. In this embodiment, the vehicle control method may include the following steps:

[0085] S310, Obtain the first parameter of the vehicle, which is a parameter indicating the driving intention of the vehicle.

[0086] S320 compensates for the return torque of the steering system when the first parameter of the vehicle meets the first acceleration condition.

[0087] The vehicle can be a front-wheel drive vehicle, such as a front-wheel drive vehicle or a four-wheel drive vehicle. The aforementioned vehicle can be powered by new energy sources such as electricity.

[0088] The vehicle control method can be executed by the vehicle's control system, which can be deployed in various controllers of the vehicle. For example, the control system can be deployed in the vehicle control unit (VCU), electric power steering system (EPS), electronic stability program (ESP), or motor control unit (MCU).

[0089] The control system can obtain a first parameter through an external interface. This first parameter may include, for example, at least one of the accelerator pedal position and the vehicle's output torque, as well as the rate of change of the number of tire teeth, the vehicle's acceleration, and the operating speed of the drive system, etc.

[0090] For example, the accelerator pedal position can be obtained from the connection interface of another controller via a public or private CAN (Controller Area Network).

[0091] Continuing with the example using the first parameter, which includes the accelerator pedal position, please refer to [link / reference]. Figure 4 The direction in which the accelerator pedal opening increases can be defined as the first direction (i.e., Figure 4 The system determines the direction of accelerator pedal change based on its position within a continuous time period (X-direction). When the accelerator pedal changes in the first direction and the rate of change is large (e.g., the rate of change is greater than a first rate threshold), it indicates that the driver intends to accelerate rapidly. The front wheels of the vehicle experience significant torque output, and the vehicle is in a transient rapid acceleration condition. Therefore, the vehicle's first parameter meets the first acceleration condition. The vehicle is at risk of losing its steering return-to-center capability. This can be addressed by compensating for the steering system's return-to-center torque to improve the steering wheel's return-to-center capability, ensure the steering system's centering feel, and enhance driving safety under transient conditions.

[0092] In some alternative examples, the driver's intention to accelerate rapidly can be determined by the change in output torque, thereby accurately obtaining information about situations where there is a large torque output at the front wheels of the vehicle, which helps to identify the overall transient rapid acceleration conditions of the vehicle.

[0093] The process of determining whether the first parameter meets the first acceleration condition corresponding to the intention to accelerate rapidly by using the output torque may include: obtaining the output torque of the vehicle, and determining that the first parameter meets the first acceleration condition when the output torque increases and the rate of increase of the output torque is greater than a second rate threshold.

[0094] In some alternative examples, when the first parameter includes the vehicle's acceleration, the first parameter may be determined to meet the first acceleration condition when the rate of increase of the vehicle's acceleration is greater than a third rate threshold; when the first parameter includes the operating speed of the drive system (e.g., the operating speed of the drive motor), the first parameter may be determined to meet the first acceleration condition when the rate of increase of the operating speed is greater than a fourth rate threshold.

[0095] This application embodiment obtains the first parameter to understand the vehicle's driving intention in a timely manner, and then compensates for the steering system's return torque when the first parameter meets the first acceleration condition. Therefore, even when the first parameter meets the first acceleration condition and the vehicle is under transient high torque output, the return torque compensation can maintain the vehicle's steering return performance, improving the vehicle's handling stability and driving safety.

[0096] Please refer to Figure 5 Based on the above embodiments, another optional embodiment of the vehicle control method of this application is proposed. In this embodiment, the method may include the following steps:

[0097] S310, Obtain the first parameter of the vehicle, which is a parameter indicating the driving intention of the vehicle;

[0098] S510, if the first parameter of the vehicle meets the first acceleration condition, determine whether to compensate for the return torque of the steering system and obtain the determination result.

[0099] S520, when the judgment result indicates that the return torque of the steering system should be compensated, the return torque of the steering system should be compensated.

[0100] The main difference between this application embodiment and the aforementioned embodiment is that a compensation requirement determination mechanism is added before performing steering system return torque compensation. That is, the necessity of steering system return performance compensation is taken into account, unnecessary situations are excluded, and compensation control is only performed when the determination result indicates that steering system return torque compensation is required; otherwise, no operation is required.

[0101] In these embodiments, it is possible to ensure that the compensation of steering return torque is achieved only when the transient high torque output is taken into account and the steering return capability needs to be restored, thus achieving precise control.

[0102] Please refer to Figure 6 Based on the above embodiments, another optional embodiment of the vehicle control method of this application is proposed. In this embodiment, the method may include the following steps:

[0103] S310, Obtain the first parameter of the vehicle, which is a parameter indicating the driving intention of the vehicle;

[0104] S610, when the first parameter of the vehicle meets the first acceleration condition, the first operating parameter of the vehicle is obtained. The first operating parameter includes at least one of the vehicle speed, lateral acceleration and first torque, and the first torque is the torque received by the steering wheel of the vehicle.

[0105] S620, based on the first operating parameters, determines whether to compensate for the return torque of the steering system and obtains the determination result;

[0106] S520, when the judgment result indicates that the return torque of the steering system should be compensated, the return torque of the steering system should be compensated.

[0107] The aforementioned first operating parameter can also be obtained directly through the external interface connected to the signal receiving unit in the control system.

[0108] The main difference between this embodiment and the previous embodiments is that, before compensating for the steering system's return torque, after determining that the vehicle's first parameters meet the first acceleration condition, the enabling unit of the control system can be triggered to start working, thereby executing the added compensation demand determination mechanism. This compensation demand determination mechanism mainly considers the influence of the driver's and passengers' control operations on the steering wheel, the overall vehicle speed, and the lateral acceleration during steering on the steering system's return performance. Therefore, it can make a determination based on the first operating parameters, and only when the determination result indicates that steering system return torque compensation is needed will control be performed; otherwise, no operation will be performed.

[0109] In these embodiments, the impact of vehicle and personnel operations under transient high torque output is taken into account, ensuring that steering return torque compensation is only implemented when necessary, thus achieving precise control.

[0110] Based on the above embodiments, another optional embodiment of the vehicle control method of this application is proposed. In this embodiment, when determining whether to compensate for the return torque of the steering system based on the first operating parameter, the method may include at least one of the following steps:

[0111] When the absolute value of the lateral acceleration is less than or equal to the acceleration threshold, the judgment result indicates that the return torque of the steering system should be compensated.

[0112] When the direction of the first torque does not change along the second direction or the absolute value of the first torque is less than or equal to the torque threshold, the judgment result indicates that the return torque of the steering system should be compensated, and the second direction is the return direction of the steering wheel.

[0113] When the vehicle speed is less than or equal to the speed threshold, the judgment result indicates that the return torque of the steering system should be compensated.

[0114] When at least two of the above steps are included, the determination can be performed simultaneously or sequentially.

[0115] It should be noted that when the vehicle's lateral acceleration exceeds the acceleration threshold, it indicates a larger lateral force on the vehicle. Based on the aforementioned analysis, this larger lateral force means a greater self-centering torque exerted on the steering system through the kingpin, resulting in better steering self-centering performance. However, if steering system self-centering torque compensation is triggered at this time, it can easily cause the steering system to return to center beyond the neutral position, resulting in overshoot. Therefore, steering system self-centering torque compensation can be performed when the vehicle's lateral acceleration is less than or equal to the acceleration threshold. At this point, the lateral force exerted on the steering system through the kingpin is smaller, resulting in poorer steering self-centering performance, necessitating compensation.

[0116] When the vehicle speed exceeds the speed threshold, the external characteristic curve of the electric motor indicates that the vehicle's driving torque output will not be significant, therefore no compensation is needed. Conversely, when the vehicle speed is below or equal to the speed threshold, the vehicle's steering return performance is poor, requiring compensation for the return torque.

[0117] When the torque received by the vehicle's steering wheel (i.e., the first torque) changes in the direction of the steering wheel's return to center, and the magnitude of this torque exceeds the torque threshold, it indicates that the driver has already applied a significant torque to the steering wheel and is actively performing a steering return operation, requiring no compensation. Conversely, if the direction of the first torque does not change along the steering wheel's return to center direction, or if the absolute value of the first torque is less than or equal to the torque threshold, it indicates that the driver has not actively performed a steering return operation or the intensity of the active return operation is insufficient, requiring compensation of the steering system's return torque.

[0118] In these embodiments, the influence of the vehicle's current speed, initial torque, and lateral acceleration on the steering return performance is taken into account, which can prevent the steering system's return torque from overshooting, improve the accuracy of the vehicle's control system's compensation decisions, and ensure improved vehicle operation stability.

[0119] Please refer to Figure 7 Based on the above embodiments, another optional embodiment of the vehicle control method of this application is proposed. In this embodiment, the method may include the following steps:

[0120] S310, Obtain the first parameter of the vehicle, which is a parameter indicating the driving intention of the vehicle;

[0121] S610, when the first parameter of the vehicle meets the first acceleration condition, the first operating parameter of the vehicle is obtained. The first operating parameter includes at least one of the vehicle speed, lateral acceleration and first torque, and the first torque is the torque received by the steering wheel of the vehicle.

[0122] S620, based on the first operating parameters, determines whether to compensate for the return torque of the steering system and obtains the determination result;

[0123] S710, when the determination result indicates that the return torque of the steering system should be compensated, the first steering torque compensation value of the steering system is obtained.

[0124] S720 controls the steering system to output according to the first steering torque compensation value.

[0125] This application embodiment refines the process of compensating for the return torque of the steering system. During the compensation process, the steering system (i.e., EPS system) can be controlled to output according to the first steering torque compensation value obtained by the steering system, so that the steering system can achieve the return torque corresponding to the first steering torque compensation value, ensuring steering return performance, helping to ensure the centering feel of the steering wheel, and improving the stability of vehicle operation.

[0126] Please refer to Figure 8 Based on the above embodiments, another optional embodiment of the vehicle control method of this application is proposed. In this embodiment, the method may include the following steps:

[0127] S310, Obtain the first parameter of the vehicle, which is a parameter indicating the driving intention of the vehicle;

[0128] S610, when the first parameter of the vehicle meets the first acceleration condition, the first operating parameter of the vehicle is obtained. The first operating parameter includes at least one of the vehicle speed, lateral acceleration and first torque, and the first torque is the torque received by the steering wheel of the vehicle.

[0129] S620, based on the first operating parameters, determines whether to compensate for the return torque of the steering system and obtains the determination result;

[0130] S810, when the judgment result indicates that the return torque of the steering system should be compensated, the initial steering torque compensation value, the first compensation coefficient and the second compensation coefficient of the steering system are obtained. The first compensation coefficient is related to the steering wheel angle and the second compensation coefficient is related to the degree of adhesion of the vehicle when driving on the road.

[0131] S820, based on the initial steering torque compensation value, the first compensation coefficient, and the second compensation coefficient, determines the first steering torque compensation value of the steering system;

[0132] S720 controls the steering system to output according to the first steering torque compensation value.

[0133] This application provides an optional scheme for obtaining the first steering torque compensation value of the steering system. The influencing parameters of the first steering torque compensation value are divided into the initial steering torque compensation value, the first compensation coefficient, and the second compensation coefficient. That is, the steering wheel angle and the degree of adhesion of the vehicle when driving on the road are included as influencing factors.

[0134] The first compensation coefficient can be obtained by looking up parameters in a table or solving equations. The second compensation coefficient can also be obtained by looking up parameters in a table, solving equations, or normalizing the road surface adhesion coefficient.

[0135] It should be noted that the current steering wheel angle and rate of turn affect the degree of return torque that the vehicle's steering system needs to compensate for. The first compensation coefficient can be determined based on parameters related to the steering wheel angle, thus taking into account the impact of the driver's current degree of steering wheel control on the return torque of the steering system.

[0136] Since the steering system is a crucial channel for drivers to gain vehicle feel, good self-centering force at high traction helps drivers perceive road conditions. However, at low traction, excessive compensation of the steering self-centering force can impair the driver's perception of the road surface. Therefore, a second compensation coefficient can be set to take into account the relationship between the actual driver's perception of the road surface and the steering self-centering force.

[0137] In other examples, only the first compensation coefficient or the second compensation coefficient can be set, that is, the first steering torque compensation value is determined together with the initial steering torque compensation value based solely on the first compensation coefficient or the second compensation coefficient.

[0138] In some other examples, the first steering torque compensation value may also be the initial steering torque compensation value.

[0139] In these embodiments, an optional scheme for obtaining the first steering torque compensation value when compensating for the return torque of the steering system is provided. This scheme takes into account the driver's perception of road conditions and the real-time situation of the driver's steering wheel operation, preventing over-adjustment or under-compensation of the steering return compensation amount, and improving the accuracy of the first steering torque compensation value.

[0140] Based on the above embodiments, another optional embodiment of the vehicle control method of this application is proposed. In this embodiment, the method may include the following steps:

[0141] S310, Obtain the first parameter of the vehicle, which is a parameter indicating the driving intention of the vehicle;

[0142] S610, when the first parameter of the vehicle meets the first acceleration condition, the first operating parameter of the vehicle is obtained. The first operating parameter includes at least one of the vehicle speed, lateral acceleration and first torque, and the first torque is the torque received by the steering wheel of the vehicle.

[0143] S620, based on the first operating parameters, determines whether to compensate for the return torque of the steering system and obtains the determination result;

[0144] S910, when the determination result indicates that the return torque of the steering system should be compensated, acquires the first rate of change, the second rate of change, the driving torque, the steering wheel angle and the road adhesion coefficient of the vehicle. The first rate of change is the rate of change of the driving torque and the second rate of change is the rate of change of the steering wheel angle.

[0145] S920 determines the initial steering torque compensation value based on the drive torque and the first rate of change;

[0146] S930, based on the vehicle's steering wheel angle and the second rate of change, determines the first compensation coefficient;

[0147] S940, determine the second compensation coefficient based on the road surface adhesion coefficient;

[0148] S820, based on the initial steering torque compensation value, the first compensation coefficient, and the second compensation coefficient, determines the first steering torque compensation value of the steering system;

[0149] S720 controls the steering system to output according to the first steering torque compensation value.

[0150] The execution process of S920 to S940 can be configured according to actual needs, such as executing in reverse order or sequentially.

[0151] The difference between this embodiment and the previous embodiment is that it provides a method for determining the first compensation coefficient, the second compensation coefficient, and the initial steering torque compensation value.

[0152] For example, a first solver, a second solver, and a compensation torque solving unit can be set in the control system to calculate the first compensation coefficient, the second compensation coefficient, and the initial steering torque compensation value, respectively. Specifically, when the first solver solves for the first compensation coefficient, the steering wheel angle and the rate of change of the steering wheel angle can be used as inputs, and the first compensation coefficient can be obtained by solving equations or looking up tables.

[0153] Although the specific compensation method of the first compensation coefficient is not emphasized here, the following compensation principles can be met: the larger the angle of the steering wheel from the center position, the greater the amount of compensation needed to restore the steering center position feel; if the rate of change of the steering wheel angle is opposite to the direction of the current steering wheel angle, and the absolute value of the rate of change of the angle is large, it indicates that the driver is operating the steering wheel to quickly return to center. In this case, the first compensation coefficient can be appropriately reduced to prevent overshoot from causing the steering to return to center beyond the center position.

[0154] When the second solver solves for the second compensation coefficient, the road surface adhesion coefficient can be used as input, and then the second compensation coefficient can be obtained by solving the equation or looking up the table.

[0155] It should be noted that when the road surface adhesion coefficient is low, excessive compensation for steering return force can affect the driver's perception of road conditions. Therefore, when the road surface adhesion coefficient is low, the second compensation coefficient can be relatively small, thereby relatively reducing the steering return force. Conversely, when the road surface adhesion coefficient is high, good steering return force ensures that the driver can perceive road conditions, so the second compensation coefficient will be relatively higher compared to when the road surface adhesion coefficient is low.

[0156] When obtaining the initial steering torque compensation value in the compensation torque solution unit, the driving torque change rate and driving torque can be used as inputs, and then the initial steering torque compensation value that the steering system needs to compensate can be obtained by means of parameter lookup table or equation solving.

[0157] It should be noted that when calculating the initial steering torque compensation value based on the rate of change of driving torque and the real-time quantity of driving torque, if the current driving torque is large, the loss of self-centering performance of the steering system will be more obvious, requiring a larger initial steering torque compensation value. Similarly, a larger initial steering torque compensation value is also required when the rate of change of driving torque is large.

[0158] In these embodiments, optional implementation schemes for obtaining the first compensation coefficient, the second compensation coefficient, and the initial steering torque compensation value are provided. These schemes take into account the relationship between the driver's perception of road conditions and the steering return force, the real-time situation of the driver's steering wheel operation, and the output of the driving torque. This can improve the accuracy of steering return performance compensation and indirectly improve the stability of vehicle handling.

[0159] Based on the above embodiments, another optional embodiment of the vehicle control method of this application is proposed. In this embodiment, obtaining the first rate of change of the vehicle in S910 may include: reading the original driving torque rate of change of the vehicle's drive system, wherein the original driving torque rate of change is the first rate of change.

[0160] After obtaining the first parameters of the vehicle, the method further includes: when the first parameters of the vehicle do not meet the first acceleration condition, such as when the rate of change of the accelerator pedal is less than or equal to the first rate threshold or the magnitude of change of the accelerator pedal position is less than or equal to the magnitude threshold, filtering the original driving torque change rate.

[0161] It should be noted that, since the drive torque of the drive system itself fluctuates, if the first parameter of the vehicle does not meet the first acceleration condition, such as when the accelerator pedal position is in a stable state (i.e., the change amplitude is less than or equal to the amplitude threshold) or the change rate is small, the drive torque will not affect the steering return performance. The fluctuations can be weakened by filtering, and subsequent control can be performed according to the change rate of the filtered drive torque and the drive torque.

[0162] When the vehicle's first parameter meets the first acceleration condition, such as when the rate of change of the accelerator pedal is large (i.e., the rate of change exceeds the first rate threshold), filtering can be omitted, and the original rate of change of the drive torque obtained from the external interface can be directly used as the first rate of change. This reflects the real working condition of the rate of change of the drive torque as realistically as possible, and indirectly improves the accuracy of the compensation of the return torque.

[0163] Based on the above embodiments, another optional embodiment of the vehicle control method of this application is proposed. In this embodiment, the method may include the following steps:

[0164] S310, Obtain the first parameter of the vehicle, which is a parameter indicating the driving intention of the vehicle;

[0165] S610, when the first parameter of the vehicle meets the first acceleration condition, the first operating parameter of the vehicle is obtained. The first operating parameter includes at least one of the vehicle speed, lateral acceleration and first torque, and the first torque is the torque received by the steering wheel of the vehicle.

[0166] S620, based on the first operating parameters, determines whether to compensate for the return torque of the steering system and obtains the determination result;

[0167] S910, when the determination result indicates that the return torque of the steering system should be compensated, acquires the first rate of change, the second rate of change, the driving torque, the steering wheel angle and the road adhesion coefficient of the vehicle. The first rate of change is the rate of change of the driving torque and the second rate of change is the rate of change of the steering wheel angle.

[0168] S920 determines the initial steering torque compensation value based on the drive torque and the first rate of change;

[0169] S930, based on the vehicle's steering wheel angle and the second rate of change, determines the first compensation coefficient;

[0170] S940, determine the second compensation coefficient based on the road surface adhesion coefficient;

[0171] S950, multiply the initial steering torque compensation value, the first compensation coefficient, and the second compensation coefficient to obtain the first steering torque compensation value of the steering system;

[0172] S720 controls the steering system to output according to the first steering torque compensation value.

[0173] In these embodiments, an optional implementation scheme is provided to obtain the first steering torque compensation value based on the initial steering torque compensation value, the first compensation coefficient, and the second compensation coefficient. This ensures that the final first steering torque compensation value reflects the influence of the first compensation coefficient and the second compensation coefficient, comprehensively considering the influence of vehicle handling and actual working conditions and road conditions. This improves the accuracy of steering system return torque compensation and enhances vehicle handling performance.

[0174] The above Figures 1 to 8 The embodiments of the vehicle control method of this application have been described in detail. The control system and device of the vehicle of this application will be described in the following sections.

[0175] See Figure 9 In one embodiment of the vehicle control system of this application, the control system includes:

[0176] The acquisition module 910 can be used to acquire the first parameter of the vehicle, which is a parameter indicating the driving intention of the vehicle;

[0177] The compensation module 920 can be used to compensate for the return torque of the steering system when the first parameter of the vehicle meets the first acceleration condition.

[0178] In some embodiments, the control system further includes:

[0179] The determination module is also used to determine whether to compensate for the return torque of the steering system and obtain the determination result;

[0180] The compensation module can be used to compensate for the return torque of the steering system when the judgment result indicates that the return torque of the steering system should be compensated.

[0181] In other embodiments, the determination module may include:

[0182] The first acquisition unit can be used to acquire the first operating parameters of the vehicle. The first operating parameters include at least one of the vehicle speed, lateral acceleration and first torque, where the first torque is the torque received by the vehicle's steering wheel.

[0183] The determination unit can be used to determine whether to compensate for the return torque of the steering system based on the first operating parameters.

[0184] In some other embodiments, the determination module may include at least one of the following:

[0185] The first determination unit is used to determine the compensation of the steering system's return torque when the absolute value of the lateral acceleration is less than or equal to the acceleration threshold.

[0186] The second determination unit is used to determine the return torque of the steering system when the direction of the first torque does not change along the second direction or the absolute value of the first torque is less than or equal to the torque threshold. The second direction is the return direction of the steering wheel.

[0187] The third determination unit is used to determine the compensation of the steering system's return torque when the vehicle speed is less than or equal to the speed threshold.

[0188] In some other embodiments, the compensation module 920 may include:

[0189] The acquisition unit can be used to acquire the first steering torque compensation value of the steering system;

[0190] The control unit can be used to control the steering system to output according to the first steering torque compensation value.

[0191] In some other embodiments, the acquisition unit may include:

[0192] The acquisition subunit can be used to acquire the initial steering torque compensation value, the first compensation coefficient, and the second compensation coefficient of the steering system. The first compensation coefficient is related to the steering wheel angle, and the second compensation coefficient is related to the degree of adhesion of the vehicle when driving on the road surface.

[0193] The determined subunit can be used to determine the first steering torque compensation value of the steering system based on the initial steering torque compensation value, the first compensation coefficient, and the second compensation coefficient.

[0194] In some other embodiments, the acquisition subunit may be used to acquire a first rate of change, a second rate of change, drive torque, steering wheel angle, and road surface adhesion coefficient of the vehicle, wherein the first rate of change is the rate of change of drive torque, and the second rate of change is the rate of change of steering wheel angle; determine an initial steering torque compensation value based on drive torque and the first rate of change; determine a first compensation coefficient based on steering wheel angle and the second rate of change of the vehicle; and determine a second compensation coefficient based on road surface adhesion coefficient.

[0195] In some other embodiments, the acquisition subunit may be used to read the original rate of change of the drive torque of the vehicle's drive system, the original rate of change of the drive torque being a first rate of change.

[0196] The control system may also include:

[0197] The filtering module is used to filter the original driving torque change rate when the vehicle's first parameter does not meet the first acceleration condition.

[0198] In some embodiments, the determining subunit can be used to multiply the initial steering torque compensation value, the first compensation coefficient, and the second compensation coefficient to obtain the first steering torque compensation value of the steering system.

[0199] In some embodiments, when the first parameter includes the accelerator pedal position, the first acceleration condition includes: the accelerator pedal position of the vehicle changes along a first direction, and the rate of change of the accelerator pedal along the first direction is greater than a first rate threshold, where the first direction is the direction in which the accelerator pedal opening increases; when the first parameter includes output torque, the first acceleration condition includes: the output torque of the vehicle increases, and the rate of increase of the output torque is greater than a second rate threshold.

[0200] Figure 10 A schematic diagram of the hardware structure of a vehicle control device provided in an embodiment of this application is shown. The vehicle control device may include a processor 1001 and a memory 1002 storing computer program instructions.

[0201] Specifically, the processor 1001 may include a central processing unit (CPU), an application-specific integrated circuit (ASIC), or one or more integrated circuits that can be configured to implement the embodiments of this application.

[0202] Memory 1002 may include mass storage for data or instructions. For example, and not limitingly, memory 1002 may include a hard disk drive (HDD), floppy disk drive, flash memory, optical disk, magneto-optical disk, magnetic tape, or Universal Serial Bus (USB) drive, or a combination of two or more of these. Where appropriate, memory 1002 may include removable or non-removable (or fixed) media. Where appropriate, memory 1002 may be internal or external to a device. In a particular embodiment, memory 1002 is a non-volatile solid-state memory.

[0203] In certain embodiments, the memory may include read-only memory (ROM), random access memory (RAM), disk storage media devices, optical storage media devices, flash memory devices, and electrical, optical, or other physical / tangible memory storage devices. Thus, typically, the memory includes one or more tangible (non-transitory) computer-readable storage media (e.g., memory devices) encoded with software including computer-executable instructions, and when the software is executed (e.g., by one or more processors), it is operable to perform the operations described with reference to the methods according to one aspect of this disclosure.

[0204] The processor 1001 reads and executes computer program instructions stored in the memory 1002 to implement any of the vehicle control methods in the above embodiments.

[0205] In one example, the vehicle's control unit may further include a communication interface 1003 and a bus 1009. For example, Figure 10 As shown, the processor 1001, memory 1002, and communication interface 1003 are connected through bus 1009 and complete communication with each other.

[0206] The communication interface 1003 is mainly used to realize communication between various modules, devices, units and / or equipment in the embodiments of this application.

[0207] Bus 1009 includes hardware, software, or both, that couples components of a device together. For example, and not limitingly, the bus may include an Accelerated Graphics Port (AGP) or other graphics bus, an Enhanced Industry Standard Architecture (EISA) bus, a Front Side Bus (FSB), HyperTransport (HT) interconnect, an Industry Standard Architecture (ISA) bus, an Infinite Bandwidth Interconnect, a Low Pin Count (LPC) bus, a memory bus, a Microchannel Architecture (MCA) bus, a Peripheral Component Interconnect (PCI) bus, a PCI-Express (PCI-X) bus, a Serial Advanced Technology Attachment (SATA) bus, a Video Electronics Standards Association Local (VLB) bus, or other suitable buses, or combinations of two or more of these. Where appropriate, bus 1009 may include one or more buses. Although specific buses are described and illustrated in embodiments of this application, any suitable bus or interconnect is contemplated herein.

[0208] The vehicle control device can execute the vehicle control method in the embodiments of this application, thereby realizing the vehicle control method described in conjunction with the above embodiments.

[0209] Furthermore, in conjunction with the vehicle control methods in the above embodiments, this application embodiment can provide a computer storage medium or a readable storage medium for implementation. The computer storage medium or readable storage medium stores computer program instructions; when these computer program instructions are executed by a processor, they implement any of the vehicle control methods in the above embodiments.

[0210] In addition, this application also provides a computer program product, including a computer program, which, when executed by a processor, can implement the steps and corresponding content of the aforementioned method embodiments.

[0211] In addition, this application also provides a vehicle that includes the vehicle control device or control system described in the above embodiments, or the vehicle may also execute the vehicle control method described in the above embodiments.

[0212] Although this application has been described with reference to preferred embodiments, various modifications can be made thereto and components can be replaced with equivalents without departing from the scope of this application. In particular, the technical features mentioned in the various embodiments can be combined in any manner, provided there is no structural conflict. This application is not limited to the specific embodiments disclosed herein, but includes all technical solutions falling within the scope of the claims.

Claims

1. A method for controlling a vehicle, characterized in that, include: Obtain a first parameter of the vehicle, wherein the first parameter is a parameter indicating the driving intention of the vehicle; When the first parameter of the vehicle meets the first acceleration condition, the return torque of the steering system is compensated. The compensation for the return torque of the steering system includes: The vehicle's first rate of change, second rate of change, drive torque, steering wheel angle, and road adhesion coefficient are obtained, wherein the first rate of change is the rate of change of the drive torque, and the second rate of change is the rate of change of the steering wheel angle. The initial steering torque compensation value is determined based on the driving torque and the first rate of change; A first compensation coefficient is determined based on the steering wheel angle of the vehicle and the second rate of change, wherein the first compensation coefficient is related to the steering wheel angle; Based on the road surface adhesion coefficient, a second compensation coefficient is determined, which is related to the degree of adhesion of the vehicle when it is driving on the road surface. Multiply the initial steering torque compensation value, the first compensation coefficient, and the second compensation coefficient to obtain the first steering torque compensation value of the steering system; The steering system is controlled to output according to the first steering torque compensation value.

2. The method according to claim 1, characterized in that, Before compensating for the return torque of the steering system, the method further includes: Determine whether to compensate for the return torque of the steering system, and obtain the determination result; When the determination result indicates that the return torque of the steering system should be compensated, the following step is performed: compensate the return torque of the steering system.

3. The method according to claim 2, characterized in that, The determination of whether to compensate for the return torque of the steering system includes: The vehicle's first operating parameters are obtained, including at least one of the vehicle's speed, lateral acceleration, and first torque, wherein the first torque is the torque received by the vehicle's steering wheel. Based on the first operating parameter, determine whether to compensate for the return torque of the steering system.

4. The method according to claim 3, characterized in that, The step of determining whether to compensate for the return torque of the steering system based on the first operating parameter includes at least one of the following steps: When the absolute value of the lateral acceleration is less than or equal to the acceleration threshold, the determination result indicates that the return torque of the steering system should be compensated. When the direction of the first torque does not change along the second direction or the absolute value of the first torque is less than or equal to the torque threshold, the determination result indicates that the return torque of the steering system should be compensated, and the second direction is the return direction of the steering wheel; When the vehicle speed is less than or equal to a speed threshold, the determination result indicates that the return torque of the steering system should be compensated.

5. The method according to claim 1, characterized in that, The process of obtaining the first rate of change of the vehicle includes: Read the original drive torque change rate of the vehicle's drive system, wherein the original drive torque change rate is the first change rate; After obtaining the first parameter of the vehicle, the method further includes: If the first parameter of the vehicle does not meet the first acceleration condition, the original driving torque change rate is filtered.

6. The method according to claim 1, characterized in that, When the first parameter includes the accelerator pedal position, the first acceleration condition includes: the accelerator pedal position of the vehicle changes along a first direction, and the rate of change of the accelerator pedal along the first direction is greater than a first rate threshold, wherein the first direction is the direction in which the accelerator pedal opening increases. When the first parameter includes output torque, the first acceleration condition includes: the output torque of the vehicle increases, and the rate of increase of the output torque is greater than a second rate threshold.

7. A vehicle control system, characterized in that, The system includes: The acquisition module is used to acquire a first parameter of the vehicle, wherein the first parameter is a parameter indicating the driving intention of the vehicle; The compensation module is used to compensate the return torque of the steering system when the first parameter of the vehicle meets the first acceleration condition. The compensation module is specifically used for: The vehicle's first rate of change, second rate of change, drive torque, steering wheel angle, and road adhesion coefficient are obtained, wherein the first rate of change is the rate of change of the drive torque, and the second rate of change is the rate of change of the steering wheel angle. The initial steering torque compensation value is determined based on the driving torque and the first rate of change; A first compensation coefficient is determined based on the steering wheel angle of the vehicle and the second rate of change, wherein the first compensation coefficient is related to the steering wheel angle; Based on the road surface adhesion coefficient, a second compensation coefficient is determined, which is related to the degree of adhesion of the vehicle when it is driving on the road surface. Multiply the initial steering torque compensation value, the first compensation coefficient, and the second compensation coefficient to obtain the first steering torque compensation value of the steering system; The steering system is controlled to output according to the first steering torque compensation value.

8. A vehicle control device, characterized in that, It includes a processor, a memory, and a program or instructions stored in the memory and executable on the processor, wherein the program or instructions, when executed by the processor, implement the steps of the vehicle control method as described in any one of claims 1 to 6.

9. A vehicle, characterized in that, The vehicle includes the control device for the vehicle as described in claim 8.

10. A readable storage medium, characterized in that, The readable storage medium stores a program or instructions that, when executed by a processor, implement the steps of the vehicle control method as described in any one of claims 1 to 6.

11. A computer program product, characterized in that, The computer program product can be executed by a processor to implement the steps of the vehicle control method as described in any one of claims 1 to 6.

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