Control method and device of vehicle, electronic equipment and storage medium

Abstract

The application relates to a vehicle control method and device, electronic equipment and storage medium. The vehicle control method comprises the following steps: acquiring system index information according to a vehicle electric power-assisted steering system diagram; determining a wave trap parameter based on the system index information and in combination with a preset expected phase angle margin corresponding to the vehicle; performing parameter adjustment according to the wave trap parameter to obtain wave trap filter information; and then performing power assistance output in combination with power assistance curve information of the vehicle by using the wave trap filter information to obtain a power assistance control result of the vehicle. The wave trap is adapted to an actual vehicle EPS system by adjusting the wave trap parameter, and the wave trap parameter is determined by using the expected phase angle margin to improve the stability of the EPS system. The problem that the EPS system cannot simultaneously consider robustness and rapidity in the prior art is solved, and the rapidity and the robustness are simultaneously considered while improving the stability of the EPS system.

Description

Technical Field

[0001] This invention relates to the field of automotive technology, and more specifically to a vehicle control method, device, electronic device, and storage medium. Background Technology

[0002] With the continuous development of automobiles, automotive steering technology is also constantly being updated and developed. Among them, electric power steering (EPS) is a popular automotive steering technology that is widely used in various types of automobiles. EPS is a mechanical and electronic device that uses a servo motor to provide assistance and reduce the burden on the driver's hands during the steering process.

[0003] During vehicle operation, the driver's hand force changes non-linearly when faced with road noise impacts. Good steering feel allows the power steering motor to quickly respond to changes in torque detected by the torque sensor. However, due to internal friction, inertia, and damping, as well as interference from sensor noise, road surface noise, motor noise, and reducer noise, the EPS steering system experiences a certain phase lag in sensing the steering wheel torque, causing a system response delay. This results in a problem of low response speed of the EPS system when the driver turns the steering wheel.

[0004] Existing related technologies typically introduce new parameters to make the EPS system more sensitive to high-frequency noise. This can improve the response speed of the EPS system, but the increase in the system's adjustment parameters leads to a decrease in robustness. In other words, existing related technologies have the problem of not being able to balance robustness and speed. Summary of the Invention

[0005] This application provides a vehicle control method, device, electronic device, and storage medium to solve the problem that existing related technologies cannot simultaneously achieve robustness and speed of EPS systems.

[0006] In a first aspect, this application provides a method for controlling a vehicle, including:

[0007] Based on the vehicle's electric power steering system diagram, obtain system indicator information;

[0008] Based on the system index information and the vehicle's corresponding preset expected phase margin, the notch filter parameters are determined.

[0009] The parameters are adjusted according to the notch filter parameters to obtain the notch filter information;

[0010] The notch filter information is used in conjunction with the vehicle's power assist curve information to generate a power assist output, thereby obtaining the vehicle's power assist control result.

[0011] Optionally, determining the notch filter parameters based on the system indicator information and the vehicle's corresponding preset desired phase margin includes:

[0012] From the system index information, extract the peak frequency, cutoff frequency, and phase margin;

[0013] Based on the peak frequency, the cutoff frequency, and the phase margin, the notch bandwidth, notch frequency, and notch depth of the vehicle are determined.

[0014] The notch bandwidth, the notch frequency, and the notch depth are determined as the parameters of the notch filter.

[0015] Optionally, determining the notch bandwidth, notch frequency, and notch depth of the vehicle based on the peak frequency, the cutoff frequency, and the phase margin includes:

[0016] The notch frequency is determined using the peak frequency;

[0017] Based on the phase margin and the desired phase margin, and in conjunction with the first preset parameter, the notch depth is determined;

[0018] The notch bandwidth is determined based on the cutoff frequency, the peak frequency, the second preset parameter, and the notch depth.

[0019] Optionally, determining the notch depth based on the phase margin and the desired phase margin, combined with a first preset parameter, includes:

[0020] Determine the margin difference between the phase margin and the expected phase margin;

[0021] Using the margin difference and the first preset parameter, the lead angle information is obtained;

[0022] The notch depth is determined based on the lead angle information.

[0023] Optionally, determining the notch bandwidth based on the cutoff frequency, combined with the peak frequency and a second preset parameter, includes:

[0024] Based on the cutoff frequency and the peak frequency, determine the notch filter specifications.

[0025] Obtain the second preset parameter corresponding to the notch filter index information;

[0026] Based on the notch filter specifications and the second preset parameter, the notch bandwidth is determined.

[0027] Optionally, the step of adjusting the parameters based on the notch filter parameters to obtain the notch filter information includes:

[0028] Based on the notch filter parameters, determine the initial notch filter information;

[0029] Using the initial notch filter information and the assist curve information, the test output is performed to obtain the test control results of the vehicle;

[0030] Based on the test control results, parameter adjustment information is determined;

[0031] The notch filter parameters are adjusted using the parameter adjustment information to obtain the notch filter information.

[0032] Optionally, the step of adjusting the parameters based on the notch filter parameters to obtain the notch filter information includes:

[0033] Obtain input adjustment information;

[0034] Extract parameter adjustment information from the input adjustment information;

[0035] The notch filter parameters are adjusted using the parameter adjustment information to obtain the notch filter information.

[0036] Optionally, the step of using the notch filter information and combining it with the vehicle's power assist curve information to perform power assist output and obtain the vehicle's power assist control result includes:

[0037] Obtain the assist curve information;

[0038] Based on the assist curve information, determine the reference assist torque information of the vehicle;

[0039] The reference assist torque is filtered and compensated using the notch filter information to obtain the motor assist torque information;

[0040] Based on the motor assist torque information, assist output control is performed to obtain the assist control result.

[0041] Optionally, based on the vehicle's electric power steering system diagram, obtain system performance information, including:

[0042] From the electric power steering system diagram, extract the peak frequency, cutoff frequency, and phase margin;

[0043] The peak frequency, the cutoff frequency, and the phase margin are determined as the system performance information.

[0044] Secondly, this application provides a vehicle control device, the device comprising:

[0045] The acquisition module is used to obtain system indicator information based on the vehicle's electric power steering system diagram;

[0046] The notch filter parameter module is used to determine the notch filter parameters based on the system index information and the vehicle's corresponding preset expected phase margin.

[0047] The parameter adjustment module is used to adjust the parameters according to the notch filter parameters to obtain notch filter information.

[0048] The power assist output module is used to output power assist by using the notch filter information and combining it with the power assist curve information of the vehicle, so as to obtain the power assist control result of the vehicle.

[0049] Thirdly, an electronic device is provided, including a processor, a communication interface, a memory, and a communication bus, wherein the processor, the communication interface, and the memory communicate with each other through the communication bus;

[0050] Memory, used to store computer programs;

[0051] A processor, when executing a program stored in memory, implements the vehicle control method described in any of the first aspects.

[0052] Fourthly, a computer-readable storage medium is provided having a computer program stored thereon, which, when executed by a processor, implements the vehicle control method as described in any of the first aspects.

[0053] The beneficial effects of this invention are:

[0054] This application embodiment obtains system index information based on the vehicle's electric power steering system diagram, and determines the notch filter parameters based on the system index information and the vehicle's corresponding preset expected phase margin. The parameters are then adjusted to obtain notch filter information. Subsequently, the notch filter information is used in conjunction with the vehicle's power steering curve information to output power steering, resulting in the vehicle's power steering control result. By adjusting the notch filter parameters to adapt the notch filter to the actual vehicle's EPS system, and by using the expected phase margin to determine the notch filter parameters, the stability of the EPS system is improved. This solves the problem in existing related technologies where EPS systems struggle to balance robustness and speed, improving the stability of the EPS system while simultaneously ensuring both speed and robustness. Attached Figure Description

[0055] Figure 1 A schematic flowchart illustrating a vehicle control method provided in an embodiment of this application;

[0056] Figure 2 A schematic diagram of an electric power steering system for a vehicle control method provided in this application embodiment;

[0057] Figure 3 This is a schematic diagram illustrating an application scenario of a vehicle control method provided in an embodiment of this application.

[0058] Figure 4 This is a schematic diagram illustrating another application scenario of a vehicle control method provided in an embodiment of this application;

[0059] Figure 5 A schematic diagram of a data transmission device for a domain controller provided in an embodiment of this application;

[0060] Figure 6 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. Detailed Implementation

[0061] The embodiments of the present invention will be described below with reference to the accompanying drawings and preferred embodiments. Those skilled in the art can easily understand other advantages and effects of the present invention from the content disclosed in this specification. The present invention can also be implemented or applied through other different specific embodiments, and various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of the present invention. It should be understood that the preferred embodiments are only for illustrating the present invention and not for limiting the scope of protection of the present invention.

[0062] Nowadays, to make car steering easier, steering systems typically provide significant power assist, with assist gains generally ranging from 16 to 22 times, far exceeding the hand torque input. However, excessive gain causes the EPS system's amplitude-frequency curve to shift upward, increasing the system cutoff frequency, decreasing stability margin, and increasing peak gain. This leads to deterioration in stability, making the EPS system more sensitive to high-frequency noise and exacerbating resonance. For example, when a vehicle is traveling at high speed on a regular highway, slight unevenness in the road surface will generate high-frequency impacts on the tires. These high-frequency noise impacts from the road surface will be amplified by the EPS system and transmitted to the steering wheel, resulting in a poorer driving feel.

[0063] Currently, traditional techniques for improving driving feel include torque phase compensation. Torque phase compensation uses a lead compensation device on the torque signal detected by the torque sensor, leveraging its phase angle lead characteristic to improve the system's phase margin. Torque differential compensation is used to address situations where the steering system has a large natural frequency and a small damping ratio, providing real-time system correction. While this method can increase the EPS system's cutoff frequency through the lead compensation device, thereby improving the EPS system's response speed and significantly enhancing driving feel, it has at least two drawbacks. First, the lead compensation device's phase angle lead characteristic requires the maximum lead angle to be set between the peak and cutoff frequencies to raise the EPS system's phase angle. Furthermore, the low-frequency gain of the lead compensation device should be zero to maintain the original EPS system response, i.e., maintaining steady-state accuracy requirements. This results in a higher high-frequency gain in the corrected system, reducing its resistance to high-frequency noise interference. Second, when using torque differential compensation, the presence of the differential element makes the EPS system more sensitive to high-frequency noise, increasing system overshoot and reducing robustness. In other words, while this technology can improve the speed of the EPS system, it will lead to a decrease in robustness. That is, existing related technologies cannot simultaneously achieve both speed and robustness in the EPS system.

[0064] To address the challenge of simultaneously achieving speed and robustness in existing EPS systems (Electric Power Steering) technologies, this application provides a vehicle control method, device, electronic equipment, and storage medium. By obtaining system performance information based on the vehicle's electric power steering system diagram and determining notch filter parameters based on this information and a pre-set desired phase margin, the notch filter is adjusted to obtain notch filter information. This notch filter information, combined with the vehicle's power steering curve information, is then used to output power steering input, resulting in the vehicle's power steering control. By adjusting the notch filter parameters to adapt it to the actual vehicle's EPS system and using the desired phase margin to determine the parameters, the stability of the EPS system is improved. This solution overcomes the problem of balancing robustness and speed in existing EPS systems, improving both stability and robustness simultaneously.

[0065] Figure 1This is a flowchart illustrating a vehicle control method provided in an embodiment of this application. This method can be applied to one or more electronic devices, such as a vehicle, a client, or a server. Furthermore, the execution entity of this method can be hardware or software. When the execution entity is hardware, it can be one or more of the aforementioned electronic devices. For example, a single electronic device can execute this method, or multiple electronic devices can cooperate with each other to execute this method. When the execution entity is software, this method can be implemented as multiple software programs or software modules, or as a single software program or software module. No specific limitations are imposed here.

[0066] like Figure 1 As shown in the embodiment of this application, a vehicle control method may specifically include the following steps:

[0067] Step S110: Obtain system indicator information based on the vehicle's electric power steering system diagram;

[0068] Specifically, the vehicle can refer to the automobile currently being controlled, which is equipped with an electric power steering system. Therefore, an electric power steering system diagram can be obtained. This diagram can be a Bode plot or an open-loop Bode plot of the EPS electric power steering system. The diagram can include amplitude-frequency and phase-frequency characteristics to represent the system's dynamic characteristics and stability. Furthermore, system performance information can be extracted from the diagram. This information represents data used to evaluate and describe the dynamic behavior and stability of the electric power steering system, such as gain, phase, bandwidth, gain margin, and phase margin. The vehicle's electric power steering system diagram can be obtained from a server or generated in real-time based on the vehicle's electric power steering system. Other methods can also be used, and this embodiment does not specifically limit this approach.

[0069] In a specific example, taking the real-time generation of an electric power steering system diagram as an example, it can be generated using a frequency sweep method. Specifically, the generation process involves using a sinusoidal signal stream that gradually increases from 1 to 100 Hz as the input to the electric power steering system, measuring the output of the electric power steering system, and plotting the system's amplitude-frequency characteristic curve based on the amplitude ratio and phase difference between the output and input. Then, using the motor disturbance torque TD as the input and Ts as the output, a frequency sweep is performed to obtain the system's Bode plot. Compared to using Td as the input and Ts as the output, its open-loop transfer function is equivalent to obtaining the transfer function by multiplying it by the negative power steering gain, as shown in the following formula:

[0070]

[0071] The assist gain K varies with vehicle speed, typically ranging from 0 to 2. The main factor affecting stability margin comes from the transmission ratio of the motor reducer, typically ranging from 16 to 22. Therefore, frequency sweeping to obtain the Bode plot can characterize the open-loop transfer function Bode plot of this closed-loop system. The generated Bode plot can be drawn as follows: Figure 2 As stated above.

[0072] Step S120: Based on the system index information and the vehicle's corresponding preset expected phase margin, determine the notch filter parameters.

[0073] Specifically, after obtaining the system indicator information, the vehicle's preset expected phase margin can be obtained. The expected phase margin represents the pre-set expected phase margin of the electric power steering system. That is, the preset expected phase margin for each different vehicle or different scenario can be the same or different. Then, based on the system indicator information and the expected phase margin, the notch filter parameters can be calculated. The notch filter parameters represent the parameters used to construct the notch filter model. The notch filter model can be a function formula or a neural network model. If the notch filter model is a function formula, the notch filter parameters can be the parameters in the function formula, such as notch frequency, notch bandwidth, notch depth, etc. Of course, other specific implementation methods are also possible. This embodiment does not specifically limit this.

[0074] It should be noted that phase margin refers to the maximum angle by which the system phase can be delayed without causing system oscillation. It is the margin between the system phase curve and the -180° line, usually expressed in degrees (°). In a Bode plot, phase margin can be obtained by finding the point on the phase-frequency curve closest to the -180° line and measuring the difference between the phase value at that point and -180°. If the phase curve starts to decline before -180°, then the phase margin of the system at that frequency is positive, indicating higher system stability and robustness. In this embodiment, by combining the vehicle's preset expected phase margin during the determination of notch filter parameters, the notch filter parameters can be determined using the expected phase margin, improving the stability margin of the EPS system to the preset value. This allows subsequent steps to improve the robustness and stability of the electric power steering system when outputting resistance based on the notch filter information determined by the notch filter parameters.

[0075] Step S130: Adjust the parameters according to the notch filter parameters to obtain the notch filter information.

[0076] Specifically, after determining the notch filter parameters, the notch filter model corresponding to the notch filter parameters can be determined based on the notch filter parameters. The specific method can be to substitute the notch filter parameters into a preset model to obtain the notch filter model corresponding to the notch filter parameters. Then, the parameters of the notch filter model corresponding to the notch filter parameters are adjusted to obtain the notch filter information, where the notch filter information represents the notch filter model obtained after adjusting the parameters. The specific parameter adjustment method can be output feedback adjustment, or adjustment based on the adjustment information input by the user. Of course, other adjustment methods can also be used, and this embodiment does not specifically limit them.

[0077] It should be noted that the notch filter parameters play a role in determining the peak frequency, notch depth, and frequency response of the notch filter information. In other words, adjusting the parameters can adjust the peak frequency, notch depth, and frequency response of the notch filter information, thus improving the adaptability of the notch filter to the actual vehicle EPS system.

[0078] Step S140: Using notch filter information and combined with the vehicle's power assist curve information, power assist output is performed to obtain the vehicle's power assist control result.

[0079] Specifically, after obtaining the notch filter information, the power assist output can be combined with the vehicle's power assist curve information to obtain the vehicle's power assist control result. The power assist curve information represents the specific power assist curve of the EPS system configured in the vehicle. The power assist curve of the EPS system, also known as the power assist characteristic curve, is a functional relationship describing the power assist provided by the EPS electric power steering system at different vehicle speeds and steering torques. This curve is usually determined by the electronic control unit of the EPS according to preset parameters and algorithms, and is used to control the motor to provide corresponding power assist in order to achieve different driving experiences and vehicle handling performance. In other words, after obtaining the power assist curve information, this embodiment can determine the current ideal power assist torque of the motor from the power assist curve information, and output resistance to the ideal power assist torque of the motor through notch filter information. Specifically, the power assist curve module in EPS can obtain the ideal power assist torque T_ref of the motor based on the torque Ts detected by the sensor and the vehicle speed Vs, and perform notch filtering on the ideal power assist torque T_ref of the motor through notch filter information to obtain the output power assist torque T_stab, which is then given to the motor controller to control the electric power steering. The output power assist torque T_stab can be used as the power assist control result of the vehicle. Of course, the above is only an example for illustrative purposes. The specific power assist output method can be adapted to specific scenarios and needs. This embodiment does not limit it in this way.

[0080] In a specific example, such as Figure 3 As shown, the EPS system includes an EPS assist curve module, an EPS physical system, a stability control module, tires, and the entire vehicle. The stability control module serves as the execution entity for the vehicle control method described in this application. The EPS assist curve module can obtain the ideal motor assist torque T_ref based on the assist curve by detecting the torque Ts and vehicle speed Vs from the sensor. The EPS physical system includes a steering wheel and steering column, intermediate shaft, output shaft, motor, and torque sensor, with the driver's torque Td as the input. The stability control module executes the steps of the vehicle control method described in this application. It obtains system indicator information based on the vehicle's electric power steering system diagram, and determines the notch filter parameters based on the system indicator information and the vehicle's corresponding preset desired phase margin. The parameters are then adjusted to obtain notch filter information. This notch filter information, combined with the vehicle's assist curve information, is used to output assist, resulting in the vehicle's assist control result. In other words, the assist control can be achieved based on the EPS assist curve. The assist curve information in the force curve module, combined with the preset desired phase margin, yields notch filter information. The ideal motor assist torque T_ref output from the EPS assist curve module corresponding to the notch filter information is then used for assist output, resulting in the vehicle's assist control. For example, the assist torque T_stab is obtained and output to the EPS physical system, serving as electric assist output. This allows the EPS physical system to output the steering wheel torque Ts, steering wheel angle θ_s, and rack displacement Xr measured by sensors, which are then transmitted to the tires and the entire vehicle through intermediate components such as the steering tie rod and steering knuckle arm. The vehicle control method used in this application adjusts the notch filter parameters to adapt the notch filter to the actual vehicle EPS system and uses the desired phase margin to determine the notch filter parameters, thereby improving the stability of the EPS system. This solves the problem in existing related technologies where EPS systems struggle to balance robustness and speed, improving EPS system stability while simultaneously ensuring both speed and robustness.

[0081] This embodiment uses a frequency sweep method to sweep the frequency of the electric power steering system of an actual vehicle, and plots the system Bode plot through the frequency sweep input and output. The system design parameters are then read from the Bode plot to calculate the notch filter parameters. Combined with the vehicle's preset desired phase margin, the notch filter parameters are determined. Based on these parameters, parameter adjustments are made to obtain notch filter information. Subsequently, the notch filter information, combined with the vehicle's power steering curve information, is used to output power steering input, resulting in the vehicle's power steering control. This allows the notch filter to be adapted to the actual vehicle's EPS system through parameter adjustment, and the notch filter parameters are determined using the desired phase margin, thereby improving the EPS system's stability margin to a preset value. This solves the problem in existing related technologies where EPS systems struggle to balance robustness and speed, improving EPS system stability while simultaneously ensuring both speed and robustness.

[0082] In existing related technologies, the notch filter used in EPS systems is usually implemented using a complex domain transfer function, which is expressed by the following formula (1):

[0083]

[0084] Where s is the differential operator, f n f d z n z d For parameter tuning, this form f n f d z n z d The four parameters are difficult to calibrate directly through debugging. Therefore, it is necessary to design a reference value in advance and calibrate according to the debugging principle. This means that the notch filter is difficult to adjust.

[0085] In an optional embodiment of this application, step S120 determines the notch filter parameters based on system indicator information and the vehicle's corresponding preset desired phase margin. Specifically, it may include the following sub-steps: extracting the peak frequency, cutoff frequency, and phase margin from the system indicator information; determining the vehicle's notch bandwidth, notch frequency, and notch depth based on the peak frequency, cutoff frequency, and phase margin; and determining the notch bandwidth, notch frequency, and notch depth as notch filter parameters.

[0086] In this embodiment, after obtaining system performance information, the peak frequency, cutoff frequency, and phase margin can be extracted from the system performance information. The peak frequency can refer to the frequency point where the system gain reaches its maximum value in the amplitude-frequency characteristic of the Bode plot. In the EPS system, this usually indicates that the system response to steering input is most sensitive at that frequency. The cutoff frequency can be used to describe the effect of low-pass or high-pass filters. It is the frequency point where the system gain drops to a specific value (such as -3dB, i.e., half the gain). In the EPS system, the cutoff frequency may be used to define the limit of the system's assist at low frequencies and to reduce assist at high frequencies to avoid instability. The phase margin can represent the margin between the system phase and -180° at the gain crossover frequency (the frequency point where the gain is 1). In the EPS system, the phase margin is a key parameter for evaluating system stability. A larger phase margin means that the system is less sensitive to phase changes of the input signal, thus providing better stability and robustness. Therefore, based on the peak frequency, cutoff frequency, and phase margin, the vehicle's notch bandwidth, notch frequency, and notch depth can be determined, where the notch frequency is... A notch filter is designed to drastically attenuate a signal at a specific frequency. In an EPS system, this frequency typically corresponds to the interference frequency that needs to be suppressed, such as power line frequency interference (50Hz or 60Hz). The notch bandwidth defines the frequency range of the signal suppressed by the notch filter. The narrower the bandwidth, the better the selectivity of the filter, meaning it can more accurately suppress signals near the notch frequency without affecting signals at other frequencies. Bandwidth is usually expressed as the difference between two specific frequencies. The notch depth indicates the degree of signal attenuation at the notch frequency, usually measured in decibels (dB). The larger the notch depth, the better the suppression effect of the filter at the notch frequency. The notch depth is an important indicator of filter performance, directly affecting the filter's ability to remove interference signals. Therefore, the notch bandwidth, notch frequency, and notch depth can be defined as notch filter parameters. By using these parameters, subsequent steps can be performed to adjust the parameters based on the notch filter parameters to obtain notch filter information. This can improve the accuracy and timeliness of the notch filter information output.

[0087] In one example, the notch filter information in this embodiment can be the following formula (2).

[0088]

[0089] Where s typically represents the complex variable in the Laplace transform, i.e., it acts as a differential operator to describe the frequency response of a linear time-invariant system; f, z n z dFor parameter tuning; in a notch filter, this transfer function may represent a second-order filter, the purpose of which is to provide significant attenuation at a specific frequency. Notch filters are typically used to eliminate or reduce interference at specific frequencies, such as power line frequency interference. The input to this notch filter information is the signal to be filtered, which may contain some unwanted frequency components; the output of this notch filter information is G. c The output of the notch filter is the filtered signal, in which components near a specific frequency are significantly attenuated.

[0090] The notch filter parameters in this embodiment include the notch bandwidth wr, the notch frequency d (absolute value), and the notch depth wb. The specific notch filter model can be determined based on the notch filter parameters by referring to the following formulas (3), (4), and (5):

[0091] f = ω r (3)

[0092] z n =d·z d (4)

[0093]

[0094] In practical applications, the notch bandwidth wr, notch frequency d (absolute value), and notch depth wb represented by the following formulas (3), (4), and (5) can be substituted into formula (2) as notch filter parameters and then the parameters can be adjusted. The adjusted parameters can be used as notch filter information.

[0095] Compared to existing related technologies where a typical notch filter requires adjustment of four parameters, which presents difficulties in debugging, this embodiment uses a three-parameter notch filter for configuration adjustment, thereby reducing the difficulty of adjustment.

[0096] To improve the accuracy of notch filter parameters, in an optional embodiment of this application, the notch bandwidth, notch frequency, and notch depth of the vehicle are determined based on the peak frequency, cutoff frequency, and phase margin. Specifically, this may include the following sub-steps: determining the notch frequency using the peak frequency; determining the notch depth based on the phase margin and the desired phase margin, combined with a first preset parameter; and determining the notch bandwidth based on the cutoff frequency, peak frequency, a second preset parameter, and the notch depth.

[0097] In this embodiment, after determining the peak frequency, cutoff frequency, and phase margin, the peak frequency can be used to determine the notch frequency. Specifically, the peak frequency can be directly used as the notch frequency, or a preset formula model or algorithm model can be used to calculate the notch frequency from the peak frequency. This embodiment does not impose specific limitations on this. Next, the notch depth can be determined based on the phase margin and the desired phase margin, combined with a first preset parameter. The notch depth can be obtained by calculating the phase margin and the desired phase margin using a preset formula model or algorithm model, and the first preset parameter represents the parameter used in the calculation of the phase margin and the desired phase margin. Subsequently, the notch bandwidth can be determined based on the cutoff frequency, peak frequency, and a second preset parameter, combined with the notch depth. The notch bandwidth can be obtained by calculating the cutoff frequency using a preset formula model or algorithm model, and the second preset parameter represents the parameter used in the calculation of the cutoff frequency. It should be noted that the second preset parameter and the first preset parameter can be configured in advance according to the calculation method, that is, different preset parameters can be configured for different calculation methods.

[0098] Since the determination of notch frequency, notch bandwidth and notch depth in this embodiment is based on the peak frequency, cutoff frequency and phase margin extracted from the system index information, combined with the pre-set expected phase margin, the notch filter parameters including notch bandwidth, notch frequency and notch depth determined in this embodiment are more suitable for the electric power steering system diagram of the specific vehicle, that is, the accuracy of the notch filter parameters is improved.

[0099] In existing related technologies, when the phase margin is significantly increased, there are problems such as reduced cutoff frequency, reduced system speed, and worsened feel.

[0100] In an optional embodiment of this application, the notch depth is determined based on the phase margin and the desired phase margin, combined with a first preset parameter. Specifically, this may include the following sub-steps: determining the margin difference between the desired phase margin and the phase margin; using the margin difference and the first preset parameter to obtain the lead angle information; and determining the notch depth based on the lead angle information.

[0101] In this embodiment, during the determination of the notch depth, the margin difference between the desired phase margin and the phase margin can be determined. Since the phase margin is system indicator information determined from the vehicle's electric power steering system diagram, which is the vehicle's current specific phase margin, and the desired phase margin represents the pre-set desired phase margin of the electric power steering system, the margin difference between the desired phase margin and the phase margin can represent the difference between the current vehicle state and the desired state. At this time, this margin difference is combined with the first preset parameter for calculation to obtain the lead angle information. The first preset parameter can represent a preset angle, and the lead angle information can represent the maximum lead angle in the ESP system. Subsequently, the lead angle information can be used for calculation to determine the notch depth. The calculation method can be to use a preset formula model or algorithm model to calculate the lead angle information to obtain the notch depth, thereby improving the accuracy of the notch filter bandwidth calculation and improving the speed of the EPS system.

[0102] In one example, the advance angle information can be obtained by using the margin difference and combining it with the first preset parameter using the following formula (6):

[0103]

[0104] in, For leading angle information, γ * Let γ be the expected phase margin, and γ be the phase margin, i.e., γ * -γ represents the margin difference, and the constant 6° is the first preset parameter; in this embodiment, the desired phase margin is γ. * It can be 30°, but it can also be configured adaptively according to specific scenarios and needs. This embodiment does not make specific limitations on this.

[0105] The depth of the notch can be determined based on the lead angle information using the following formula (7):

[0106]

[0107] Where, d p d p =-20lgd is the notch depth; this example uses a formula model to represent the lead angle information. The notch depth d is obtained through calculation. p .

[0108] In this embodiment, the lead angle information is determined by using the expected phase margin, and then the notch depth is calculated based on the expected phase margin. This avoids the problems of reduced cutoff frequency, affected system speed and worsened feel caused by significantly increasing the phase margin, and can effectively improve system speed.

[0109] In EPS systems, if the notch bandwidth is too large, the system cutoff frequency will drop too much. If the notch bandwidth is too small, the mid-frequency band will not be smoothed out, and the phase margin requirement will be difficult to meet.

[0110] In an optional embodiment of this application, the notch bandwidth is determined based on the cutoff frequency, combined with the peak frequency and a second preset parameter. Specifically, this may include the following sub-steps: determining the notch filter specification information based on the cutoff frequency and the peak frequency; obtaining the preset second preset parameter corresponding to the notch filter specification information; and determining the notch bandwidth based on the notch filter specification information and the second preset parameter.

[0111] In this embodiment, during the determination of the notch bandwidth, the notch filter specifications can be determined based on the cutoff frequency and peak frequency. These specifications can represent the Bode plot of the notch filter. Therefore, based on the notch filter specifications and the corresponding preset second preset parameters, the notch filter specifications can be calculated to obtain the notch width. The calculation can be performed using a preset formula model or algorithm model to calculate the notch filter specifications and obtain the notch bandwidth.

[0112] In one example, the Bode plot of the notch filter is drawn based on the cutoff frequency and peak frequency to obtain the notch filter specifications, such as... Figure 4 The curve shown is then used to obtain the second preset parameter corresponding to the notch filter index information, and the notch bandwidth is calculated using the following formula (8):

[0113]

[0114] Where the cutoff frequency is ω c The peak frequency is ω r d p For notch depth, w b The bandwidth is the notch filter width, and the other parameters are preset second preset parameters corresponding to the notch filter specifications; for details, please refer to the calculation principle as follows. Figure 4 As shown, triangle ABC is similar to triangle BCD, and point A is ω. c Points D and E are ω r , and use this to perform the calculation.

[0115] In this embodiment, by determining an appropriate notch bandwidth, the influence of cutoff frequency and phase margin requirements can be neutralized, thereby achieving the goal of balancing the requirements between cutoff frequency and phase margin.

[0116] In existing related technologies, notch filters used in EPS systems are usually implemented using complex domain transfer functions. The four parameters fn, fd, zn, and zd in the complex domain transfer function are difficult to calibrate directly through debugging. Therefore, reference values ​​need to be designed in advance and calibrated according to debugging principles, which means that notch filters are difficult to adjust.

[0117] In an optional embodiment of this application, step S130 adjusts the parameters based on the notch filter parameters to obtain notch filter information. Specifically, it may include the following sub-steps: determining initial notch filter information based on the notch filter parameters; using the initial notch filter information and combining it with the assist curve information to perform test output and obtain the vehicle test control result; determining parameter adjustment information based on the test control result; and adjusting the notch filter parameters using the parameter adjustment information to obtain notch filter information.

[0118] In this embodiment, after determining the notch filter parameters, initial notch filter information can be determined based on the notch filter parameters. The initial notch filter information can be the formula model obtained by substituting the calculations from formulas (3)-(8) into formula (2). Then, using this initial notch filter information, combined with the boost curve information, test output is performed to obtain the test control results of the vehicle. During this process, the test output can be as follows: Figure 3 As shown, the initial notch filter information is used to test the ideal motor assist torque T_ref corresponding to the assist curve information output by the EPS assist curve module, and the test control results of the vehicle are obtained, such as the test assist torque T_stab and the test assist torque T_stab is output to the EPS physical system to perform test control results of electric assist output. Based on the test control results, parameter adjustment information can be determined. The parameter adjustment information represents the information used to indicate the adjustment of notch filter parameters. The parameter adjustment information is used to adjust the notch filter parameters in the initial notch filter information, and the formula model after parameter adjustment is determined as the notch filter information.

[0119] In a specific example, the process of determining parameter adjustment information based on test control results, and then using that information to adjust the notch filter parameters to obtain the notch filter information, can be as follows:

[0120] ① Based on the test control results, it was determined that the peak frequency did not meet the requirements. The parameter adjustment information determined at this point is f. n Parameter adjustment information.

[0121] ② Based on the test control results, it was determined that the notch depth did not meet the requirements. The parameter adjustment information determined at this time is z. n / z d Parameter adjustment information.

[0122] ③Based on ②, zn The adjustment is used to adjust the notch bandwidth, z n The larger the value, the larger the notch bandwidth.

[0123] ④ Based on ①, ②, and ③, f d Adjust the low-frequency response. When f d When the value is small, the gain of the notch filter in the low-frequency band is greater than 0. d =f n At that time, the gain of the notch filter in the low-frequency band is equal to 0, f d As the gain continues to increase, the gain of the notch filter in the low-frequency band becomes less than 0.

[0124] It should be noted that the process of adjusting the notch filter parameters in this embodiment involves adjusting formula (2). However, when adjusting the f parameter in formula (2), it is possible to combine it with the f parameter in formula (1). d and f n Adjust the f in the numerator and denominator of formula (2), that is, the f in the previous example. d Then f represents the value of f in the denominator of formula (2). n This represents f at the numerator of formula (2). Furthermore, the above example generates parameter adjustment information based on the difference between the system response shown by the test control results and the subjective evaluation of the debugging personnel or the preset control results. In addition, the adjustment of notch filter parameters can be combined with boost gain adjustment. Too small a boost gain is insufficient to reduce the driver's hand strain, while too large a gain will cause system instability.

[0125] Since the notch filter parameters in this embodiment only include three parameters—notch bandwidth, notch frequency, and notch depth—compared to the general notch filter in existing related technologies which includes four parameters and is difficult to calibrate directly through debugging, resulting in high adjustment difficulty of the notch filter, the notch filter parameters in this embodiment have the function of testing and adjustment, thus achieving the goal of reducing adjustment difficulty.

[0126] To improve the versatility of notch filter parameter adjustment, in an optional embodiment of this application, parameter adjustment is performed based on the notch filter parameters to obtain notch filter information. Specifically, this may include the following sub-steps: obtaining input adjustment information; extracting parameter adjustment information from the input adjustment information; and adjusting the notch filter parameters using the parameter adjustment information to obtain notch filter information.

[0127] In this embodiment, after determining the notch filter parameters, it is possible to detect whether there is input adjustment information. Input adjustment information refers to information input from an external device to adjust the notch filter parameters. This information can be user input or server input, and this embodiment does not specifically limit it. If there is input adjustment information, the input adjustment information can be obtained, and parameter adjustment information can be extracted from it. Then, the parameter adjustment information can be used to adjust the notch filter parameters to obtain the notch filter information. The specific adjustment process is similar to that shown in the previous embodiment, and will not be described in detail here.

[0128] This embodiment detects and acquires input adjustment information, so that the parameter adjustment information in this application is not limited to being determined based on test control results, but can also be acquired from the input adjustment information. This allows the method of adjusting the notch filter parameters using parameter adjustment information in this application to be based on test control results or on input adjustment information input from external devices, thereby achieving the purpose of improving the diversity of notch filter parameter adjustment.

[0129] In an optional embodiment of this application, notch filter information is used in conjunction with the vehicle's assist curve information to perform assist output and obtain the vehicle's assist control result. Specifically, it may include the following sub-steps: obtaining assist curve information; determining the vehicle's reference assist torque information based on the assist curve information; using notch filter information to filter and compensate the reference assist torque to obtain motor assist torque information; and performing assist output control based on the motor assist torque information to obtain the assist control result.

[0130] In this embodiment, after determining the notch filter information, the vehicle's assist curve information can be obtained. This assist curve information can be the assist curve of the EPS system configured in the vehicle. Based on this assist curve information, the vehicle's reference assist torque information can be determined. The assist curve information represents the specific assist curve of the EPS system configured in the vehicle. The EPS system's assist curve, also known as the assist characteristic curve, describes the functional relationship between the assist provided by the EPS electric power steering system at different vehicle speeds and steering torques. This curve is typically determined by the EPS electronic control unit based on preset parameters and algorithms, and used to control the motor to provide corresponding assistance to achieve different driving experiences and... Vehicle handling performance; the reference assist torque information can be the reference assist torque provided by the EPS system based on the current vehicle speed and steering torque. However, since the process of determining the reference assist torque information based on the reference assist torque provided by the EPS system based on the current vehicle speed and steering torque is subject to other interference factors, such as resonance and vehicle body sway, the reference assist torque information contains other interference waveforms. At this time, notch filter information can be used to filter and compensate the reference assist torque to obtain the motor assist torque information. The motor assist torque information represents the motor assist torque used to output control motor controller. Then, assist output control can be performed based on the motor assist torque information to obtain the assist control result.

[0131] In one example, such as Figure 3 As shown, after obtaining the assist curve information from the EPS assist curve model, the current reference assist torque information T_ref can be determined from the assist curve information. The reference assist torque T_ref is filtered and compensated using notch filter information to obtain the motor assist torque information T_stab. Then, the assist torque T_stab is output to the motor controller, thereby controlling the electric power steering. Of course, the above is only an example for illustration. The specific assist output method can be adapted to specific scenarios and needs. This embodiment does not limit it in this way.

[0132] In an optional embodiment of this application, step S110 obtains system indicator information based on the electric power steering system diagram of the vehicle, which may specifically include the following sub-steps: extracting the peak frequency, cutoff frequency and phase margin from the electric power steering system diagram; and determining the peak frequency, cutoff frequency and phase margin as system indicator information.

[0133] In this embodiment, the electric power steering system diagram can be retrieved from the EPS system installed in the vehicle. The electric power steering system diagram can be as follows: Figure 3As shown, the peak frequency, cutoff frequency, and phase margin can be extracted from the electric power steering system diagram. These peak frequency, cutoff frequency, and phase margin are then determined as system indicator information. Subsequently, based on the system indicator information and the vehicle's corresponding preset desired phase margin, the notch filter parameters are determined. The parameters are then adjusted according to the notch filter parameters to obtain notch filter information. Finally, the notch filter information is used in conjunction with the vehicle's power steering curve information to output power steering, thus obtaining the vehicle's power steering control result.

[0134] like Figure 5 As shown, this application also discloses an embodiment providing a vehicle control device, the device comprising:

[0135] The acquisition module 510 is used to acquire system indicator information based on the vehicle's electric power steering system diagram;

[0136] The notch filter parameter module 520 is used to determine the notch filter parameters based on system performance information and the vehicle's corresponding preset desired phase margin.

[0137] The parameter adjustment module 530 is used to adjust the parameters according to the notch filter parameters to obtain notch filter information.

[0138] The power assist output module 540 is used to output power assist by using notch filter information and combining it with the vehicle's power assist curve information, so as to obtain the vehicle's power assist control result.

[0139] In an optional embodiment of this application, the notch filter parameter module 520 may include:

[0140] The first extraction unit is used to extract the peak frequency, cutoff frequency, and phase margin from the system indicator information.

[0141] The first determining unit is used to determine the notch bandwidth, notch frequency, and notch depth of the vehicle based on the peak frequency, cutoff frequency, and phase margin.

[0142] The second determining unit is used to determine the notch bandwidth, notch frequency, and notch depth as notch filter parameters.

[0143] In an optional embodiment of this application, the first determining unit may include:

[0144] The first determining subunit is used to determine the notch frequency using the peak frequency;

[0145] The second determining sub-unit is used to determine the notch depth based on the phase margin and the desired phase margin, combined with the first preset parameters;

[0146] The third determining subunit is used to determine the notch bandwidth based on the cutoff frequency, peak frequency, second preset parameters, and notch depth.

[0147] In an optional embodiment of this application, the third determining subunit may include:

[0148] The fourth determination sub-unit is used to determine the margin difference between the phase margin and the expected phase margin;

[0149] The first combined sub-unit is used to obtain the lead angle information by using the margin difference and combining it with the first preset parameters;

[0150] The fifth determining sub-unit is used to determine the notch depth based on the lead angle information.

[0151] In an optional embodiment of this application, the second determining subunit may include:

[0152] The sixth determining subunit is used to determine the notch filter specifications based on the cutoff frequency and peak frequency;

[0153] The acquisition sub-unit is used to acquire the second preset parameter corresponding to the notch filter index information;

[0154] The second combining subunit is used to determine the notch bandwidth based on the notch filter specification information and the second preset parameters.

[0155] In an optional embodiment of this application, the parameter adjustment module 530 may include:

[0156] The third determining unit is used to determine the initial notch filter information based on the notch filter parameters;

[0157] The test output unit is used to take the initial notch filter information and combine it with the assist curve information to produce test output and obtain the test control results of the vehicle.

[0158] The fourth determining unit is used to determine parameter adjustment information based on the test control results;

[0159] The first adjustment unit is used to adjust the notch filter parameters using parameter adjustment information to obtain notch filter information.

[0160] In an optional embodiment of this application, the parameter adjustment module 530 may include:

[0161] The first acquisition unit is used to acquire input adjustment information;

[0162] The second extraction unit is used to extract parameter adjustment information from the input adjustment information;

[0163] The second adjustment unit is used to adjust the notch filter parameters using parameter adjustment information to obtain notch filter information.

[0164] In an optional embodiment of this application, the assist output module 540 may include:

[0165] The second acquisition unit is used to acquire assist curve information;

[0166] The fifth determining unit is used to determine the vehicle's reference assist torque information based on the assist curve information;

[0167] The filtering and compensation unit is used to filter and compensate the reference assist torque using notch filter information to obtain motor assist torque information.

[0168] The power assist output control unit is used to control the power assist output based on the motor's power assist torque information to obtain the power assist control result.

[0169] In an optional embodiment of this application, the acquisition module 510 may include:

[0170] The third extraction unit is used to extract the peak frequency, cutoff frequency, and phase margin from the electric power steering system diagram.

[0171] The sixth determining unit is used to determine the peak frequency, cutoff frequency, and phase margin as system performance information.

[0172] The specific implementation process of the functions and roles of each module in the above device can be found in the implementation process of the corresponding steps in the above method, and will not be repeated here.

[0173] like Figure 6 As shown in the figure, this application embodiment provides an air conditioner control device, including a processor 610, a communication interface 620, a memory 630, and a communication bus 640, wherein the processor 610, the communication interface 620, and the memory 630 communicate with each other through the communication bus 640.

[0174] Memory 630 is used to store computer programs;

[0175] In one embodiment of this application, when the processor 610 executes the program stored in the memory 630, it implements the control method for data transmission of the domain controller provided in any of the aforementioned method embodiments. This method obtains system indicator information based on the vehicle's electric power steering system diagram, and determines the notch filter parameters based on the system indicator information and the vehicle's corresponding preset desired phase margin. The parameters are then adjusted to obtain notch filter information. Subsequently, the notch filter information is combined with the vehicle's power steering curve information to output power steering, resulting in the vehicle's power steering control result. This method adapts the notch filter to the actual vehicle's EPS system by adjusting its parameters and uses the desired phase margin to determine the notch filter parameters, thereby improving the stability of the EPS system. This solves the problem in existing related technologies where EPS systems struggle to balance robustness and speed, improving EPS system stability while simultaneously ensuring both speed and robustness.

[0176] This application also provides a computer-readable storage medium storing a computer program. When executed by a processor, the computer program implements the steps of the vehicle control method provided in any of the foregoing method embodiments. It obtains system indicator information based on the vehicle's electric power steering system diagram, and determines notch filter parameters based on the system indicator information and the vehicle's corresponding preset desired phase margin. The parameters are then adjusted to obtain notch filter information. Subsequently, the notch filter information is used in conjunction with the vehicle's power steering curve information to output power steering, resulting in the vehicle's power steering control. This approach adapts the notch filter to the actual vehicle's EPS system by adjusting its parameters and uses the desired phase margin to determine the notch filter parameters, thereby improving the stability of the EPS system. This solves the problem in existing related technologies where EPS systems struggle to balance robustness and speed, improving EPS system stability while simultaneously ensuring both speed and robustness.

[0177] The device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs.

[0178] Through the above description of the embodiments, those skilled in the art can clearly understand that each embodiment can be implemented using software plus a general-purpose hardware platform, or of course, using hardware. Based on this understanding, the above technical solutions, in essence or the parts that contribute to the related technology, can be embodied in the form of a software product. This computer software product can be stored in a computer-readable storage medium, such as ROM / RAM, magnetic disk, optical disk, etc., and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute the methods described in the various embodiments or some parts of the embodiments.

[0179] It should be understood that the terminology used herein is for the purpose of describing particular exemplary embodiments only and is not intended to be limiting. Unless the context clearly indicates otherwise, the singular forms “a,” “an,” and “described” as used herein may also include the plural forms. The terms “comprising,” “including,” “containing,” and “having” are inclusive and therefore indicate the presence of the stated features, steps, operations, elements, and / or components, but do not exclude the presence or addition of one or more other features, steps, operations, elements, components, and / or combinations thereof. The method steps, processes, and operations described herein are not construed as requiring them to be performed in a particular order described or illustrated unless the order of performance is explicitly indicated. It should also be understood that additional or alternative steps may be used.

[0180] The above description is merely a specific embodiment of the present invention, enabling those skilled in the art to understand or implement the invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the invention. Therefore, the present invention is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features claimed herein.

Claims

1. A control method of a vehicle, characterized by, The method comprises the following steps: According to the electric power steering system diagram of the vehicle, the system index information is obtained; Based on the system index information, the notch filter parameters are determined in combination with the expected phase angle margin corresponding to the vehicle; According to the notch filter parameters, parameter adjustment is performed to obtain notch filter information; The notch filter information is used in combination with the assist curve information of the vehicle to perform assist output, and the assist control result of the vehicle is obtained; The notch filter parameters are determined based on the system index information in combination with the expected phase angle margin corresponding to the vehicle, which comprises the following steps: From the system index information, the peak frequency, cutoff frequency and phase angle margin are extracted; According to the peak frequency, the cutoff frequency and the phase angle margin, the notch bandwidth, the notch frequency and the notch depth of the vehicle are determined; The notch bandwidth, the notch frequency and the notch depth are determined as the notch filter parameters; The notch frequency is determined by using the peak frequency; Based on the phase angle margin and the expected phase angle margin, the notch depth is determined in combination with the first preset parameter, which represents the parameter used in the calculation and processing of the phase angle margin and the expected phase angle margin; Based on the cutoff frequency, the peak frequency, the second preset parameter, and in combination with the notch depth, the notch bandwidth is determined, and the second preset parameter represents the parameter used in the calculation and processing of the cutoff frequency; The notch depth is determined based on the phase angle margin and the expected phase angle margin in combination with the first preset parameter, which comprises the following steps: The margin difference between the phase angle margin and the expected phase angle margin is determined; The lead angle information is obtained by using the margin difference in combination with the first preset parameter; The notch depth is determined according to the lead angle information. The notch bandwidth is determined based on the cutoff frequency in combination with the peak frequency and the second preset parameter, which comprises the following steps:

2. The control method of a vehicle according to claim 1, characterized by The notch filter index information is determined according to the cutoff frequency and the peak frequency; The second preset parameter corresponding to the notch filter index information is obtained; The notch bandwidth is determined according to the notch filter index information in combination with the second preset parameter. The notch filter information is obtained by adjusting the notch filter parameters according to the notch filter parameters, which comprises the following steps:

3. The control method of a vehicle according to claim 1, characterized by The initial notch filter information is determined according to the notch filter parameters; The test control result of the vehicle is obtained by using the initial notch filter information in combination with the assist curve information for test output; The parameter adjustment information is determined based on the test control result; The notch filter information is obtained by adjusting the notch filter parameters using the parameter adjustment information. The notch filter information is obtained by adjusting the notch filter parameters using the parameter adjustment information.

4. The control method of a vehicle according to claim 1, characterized by ​ ​ ​ ​ 5. The control method of a vehicle according to claim 1, characterized by The adopting the notch filter information, in combination with the power assist curve information of the vehicle, is used for power assist output, to obtain a power assist control result of the vehicle, including: Obtaining the power assist curve information; According to the power assist curve information, determining reference power assist torque information of the vehicle; Adopting the notch filter information to filter and compensate the reference power assist torque, to obtain motor power assist torque information; Based on the motor power assist torque information, power assist output control is performed to obtain the power assist control result.

6. The control method of a vehicle according to any one of claims 1 to 5, characterized by According to the electric power assisted steering system diagram of the vehicle, system index information is obtained, including: From the electric power assisted steering system diagram, the peak frequency, the cutoff frequency and the phase angle margin are extracted; The peak frequency, the cutoff frequency and the phase angle margin are determined as the system index information.

7. A control device of a vehicle characterized by comprising: The device includes: An acquisition module is configured to obtain system index information from an electric power assisted steering system diagram of a vehicle; A notch filter parameter module is configured to determine notch filter parameters based on the system index information and in combination with a preset expected phase angle margin corresponding to the vehicle; A parameter adjustment module is configured to perform parameter adjustment based on the notch filter parameters to obtain notch filter information; A power assist output module is configured to perform power assist output using the notch filter information in combination with power assist curve information of the vehicle to obtain a power assist control result of the vehicle; The notch filter parameter module includes: A first extraction unit is configured to extract a peak frequency, a cutoff frequency and a phase angle margin from the system index information; A first determination unit is configured to determine a notch bandwidth, a notch frequency and a notch depth of the vehicle based on the peak frequency, the cutoff frequency and the phase angle margin; A second determination unit is configured to determine the notch bandwidth, the notch frequency and the notch depth as the notch filter parameters; The first determination unit includes: A first determination subunit is configured to determine the notch frequency using the peak frequency; A second determination subunit is configured to determine the notch depth based on the phase angle margin and the expected phase angle margin in combination with a first preset parameter, which represents a parameter used in the calculation and processing of the phase angle margin and the expected phase angle margin; A third determination subunit is configured to determine the notch bandwidth based on the cutoff frequency, the peak frequency, a second preset parameter, which represents a parameter used in the calculation and processing of the cutoff frequency, and the notch depth; The second determination subunit includes: A fourth determination subunit is configured to determine a margin difference between the phase angle margin and the expected phase angle margin; A first combination subunit is configured to obtain lead angle information using the margin difference in combination with the first preset parameter; A fifth determination subunit is configured to determine the notch depth based on the lead angle information.

8. An electronic device, comprising: The device includes a processor, a communication interface, a memory and a communication bus, wherein the processor, the communication interface and the memory communicate with each other through the communication bus; The memory is used to store a computer program. A processor for implementing the control method of the vehicle according to any one of claims 1-6 when executing a program stored on a memory.

9. A computer readable storage medium having stored thereon a computer program, characterized in that, The computer program, when executed by a processor, implements the control method of the vehicle according to any one of claims 1-6.

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