Vehicle control method, control equipment, vehicle and readable storage medium

Abstract

The invention discloses a vehicle control method, control equipment, a vehicle and a computer readable storage medium, and the vehicle control method comprises the steps that in response to the situation that an alignment judgment factor meets a non-alignment condition during parking, the wheel direction before parking serves as the first wheel direction; a first steering wheel turning angle corresponding to the first wheel direction is controlled and executed; and after a second steering wheel turning angle corresponding to a second wheel direction is controlled and executed, return control is executed, and the second wheel direction is opposite to the first wheel direction. By means of the technical scheme, a vehicle returning mode can be provided, the parking returning function is achieved so as to better achieve vehicle returning, the problem that mechanical parts related to steering control are accelerated to age or abnormal due to the fact that the vehicle is not returned can be avoided, the problem that safe driving of the vehicle is affected is avoided, and then the driving safety of the vehicle is improved. According to the technical scheme, the vehicle using experience feeling can be improved.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and in particular to a vehicle control method, a control device, a vehicle and a computer-readable storage medium. Background Art

[0002] With the development of economy and the progress of society, the number of vehicles has increased rapidly, and vehicle parking (i.e. parking) is an operation that every user needs to be involved in. In order to improve the user's parking experience, functions such as automatic parking and remote parking have been launched in recent years.

[0003] Regarding parking behavior, when parking manually or automatically, if the vehicle is not straightened for a long time (for example, the steering wheel is not straightened or the wheels are not straightened, etc.), the mechanical parts related to the steering control of the vehicle will age faster or become abnormal, and even problems that affect the safe driving of the vehicle will occur. For example, when the vehicle is not straightened, the steering rod is unable to return to its original position due to the force, and the gear of the steering wheel and the rack of the steering rod will also be under force. Therefore, the steering rod and the ball head will age and deform faster, causing problems such as errors in the four-wheel alignment data, vehicle deviation, and tire deviation, and will cause the suspension system to tilt in one direction, causing uneven force on related parts, which will cause deformation and tension in the long run. In severe cases, the vehicle will be damaged more severely and serious shaking will occur when driving at high speeds.

[0004] Therefore, how to provide a vehicle return method to better realize the vehicle return in the parking situation is a technical problem that technical personnel in this field urgently need to solve. Summary of the invention

[0005] The purpose of the present application is to provide a vehicle control method, a control device, a vehicle and a computer-readable storage medium, which can provide a vehicle return method to better achieve vehicle return, thereby avoiding the problem of accelerated aging or abnormality of mechanical parts related to steering control due to failure to return the vehicle to the center, and avoiding problems that affect the safe driving of the vehicle.

[0006] To achieve the above objectives:

[0007] An embodiment of the present application provides a vehicle control method, including: in response to a return-to-center determination factor during parking satisfying a non-return-to-center condition, taking the wheel direction before parking as a first wheel direction; controlling a first steering wheel angle corresponding to the first wheel direction; after controlling a second steering wheel angle corresponding to a second wheel direction, performing return-to-center control, wherein the second wheel direction is opposite to the first wheel direction.

[0008] In one embodiment, the first steering wheel angle is a calibrated value.

[0009] In one embodiment, the first steering wheel angle is less than or equal to 90°.

[0010] In one embodiment, the second steering wheel angle has a smaller angle than the first steering wheel angle.

[0011] In one embodiment, the step of controlling the execution of a second steering wheel angle corresponding to a second wheel direction comprises one of the following:

[0012] Using a preset steering wheel angle as a second steering wheel angle, controlling execution of the second steering wheel angle corresponding to a second wheel direction, wherein the angle value of the preset steering wheel angle is less than or equal to 45°;

[0013] After obtaining the correction coefficient corresponding to the current road surface type, the preset steering wheel angle is corrected using the correction coefficient to obtain a second steering wheel angle, and the second steering wheel angle corresponding to the second wheel direction is controlled and executed.

[0014] In one embodiment, the uncorrected condition includes at least one of the following:

[0015] The absolute value of the difference between the current steering wheel angle and the calibrated return angle is greater than the first difference threshold;

[0016] An absolute value of a difference between the current wheel angle and the calibrated return-to-positive wheel angle is greater than a second difference threshold.

[0017] In one embodiment, in response to a return-to-center determination factor during parking meeting a non-return-to-center condition, before the step of taking the wheel direction before parking as the first wheel direction, the method includes: immediately detecting the return-to-center determination factor when completing automatic parking or remote control parking; or, in response to meeting a user parking condition, detecting the return-to-center determination factor.

[0018] In one embodiment, the user parking condition includes at least one of the following:

[0019] Determine that the current vehicle state is a locked state;

[0020] Determining that the occupant information indicates that the driver and the occupant have left the vehicle for more than a preset time;

[0021] It is determined that the current fault information includes a fault category corresponding to a driving prohibition.

[0022] In one embodiment, it also includes: executing the first steering wheel angle, the second steering wheel angle and / or return control at a preset steering wheel speed, the preset steering wheel speed is within a preset speed range, and the preset speed range is 150° / s to 300° / s.

[0023] In one embodiment, after the step of executing the return control after the second steering wheel angle corresponding to the second wheel direction is controlled, the method further includes: obtaining a current return determination factor. In response to the current return determination factor meeting the non-return condition, the second wheel direction when the return control was executed most recently is used as a new first wheel direction, and the control returns to the first steering wheel angle corresponding to the first wheel direction.

[0024] An embodiment of the present application also provides a vehicle control method, including: determining a parking type; when the parking type is user parking, and a locked state is detected or the driver and passenger have left the vehicle for more than a preset time, detecting a current steering wheel angle during parking; or, when the parking type is automatic parking or remote parking, and when the automatic parking or remote parking is detected to be completed, instantaneously triggering the detection of the current steering wheel angle during parking; when the absolute value of the difference between the current steering wheel angle and the calibrated return angle is greater than a difference threshold, triggering a return strategy based on an electric power steering system, the return strategy including: taking the wheel direction before parking as the first wheel direction; controlling the electric power steering system to execute a first steering wheel angle corresponding to the first wheel direction; controlling the electric power steering system to execute a second steering wheel angle corresponding to the second wheel direction, and executing return control, wherein the second wheel direction is opposite to the first wheel direction.

[0025] An embodiment of the present application also provides a control device, including: a processor and a memory storing a computer program, and when the processor runs the computer program, the steps of the vehicle control method described in any one of the above items are implemented.

[0026] An embodiment of the present application also provides a vehicle equipped with the above-mentioned control device.

[0027] An embodiment of the present application also provides a computer-readable storage medium storing a computer program. When the computer program is executed by a processor, the steps of the vehicle control method described in any one of the above items are implemented.

[0028] The vehicle control method, control device, vehicle and computer-readable storage medium provided by the embodiment of the present application include: in response to the return judgment factor during parking meeting the non-return condition, the wheel direction before parking is used as the first wheel direction; control the execution of the first steering wheel angle corresponding to the first wheel direction; after the second steering wheel angle corresponding to the second wheel direction is controlled, the return control is executed, wherein the second wheel direction is opposite to the first wheel direction. In this way, when the parking behavior is completed and the vehicle is not returned to the center, the technical solution of the present application can control the execution of a steering wheel angle in the same direction as the wheel direction before parking to ensure that the rebound friction force can be triggered in the same state each time, so that a standardized or small difference return strategy can be used to complete the vehicle return to the center, thereby improving the return control efficiency and return accuracy. Through the technical solution of the present application, a vehicle return method can be provided to realize the parking return function to better realize the vehicle return, thereby avoiding the problem of accelerated aging or abnormality of mechanical parts related to steering control caused by the failure of the vehicle to return to the center, and avoiding the problem of affecting the safe driving of the vehicle, and thus, the technical solution of the present application can improve the vehicle experience. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] Figure 1 A first flow chart of a vehicle control method provided in an embodiment of the present application;

[0030] Figure 2 A second flow chart of the vehicle control method provided in an embodiment of the present application;

[0031] Figure 3 A flow chart of a vehicle control method according to an example of an embodiment of the present application;

[0032] Figure 4 A schematic diagram of the structure of a control device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0033] Exemplary embodiments will be described in detail herein, examples of which are shown in the accompanying drawings. When the following description refers to the drawings, the same numbers in different drawings represent the same or similar elements unless otherwise indicated. The implementations described in the following exemplary embodiments do not represent all implementations consistent with the present application. Instead, they are merely examples of devices and methods consistent with some aspects of the present application as detailed in the appended claims.

[0034] It should be noted that, in this article, the terms "include", "comprises" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also includes other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, an element defined by the sentence "includes a ..." does not exclude the existence of other identical elements in the process, method, article or device including the element. In addition, components, features, and elements with the same name in different embodiments of the present application may have the same meaning or different meanings, and their specific meanings need to be determined by their explanation in the specific embodiment or further combined with the context of the specific embodiment.

[0035] It should be understood that, although the terms first, second, third, etc. may be used to describe various information in this article, these information should not be limited to these terms. These terms are only used to distinguish the same type of information from each other. For example, without departing from the scope of this article, the first information may also be referred to as the second information, and similarly, the second information may also be referred to as the first information. Depending on the context, the word "if" as used herein can be interpreted as "at the time of..." or "when..." or "in response to determination". Furthermore, as used in this article, the singular forms "one", "one" and "the" are intended to also include plural forms, unless there is an opposite indication in the context. It should be further understood that the terms "comprising", "including" indicate that there are described features, steps, operations, elements, components, projects, kinds, and / or groups, but do not exclude the existence, occurrence or addition of one or more other features, steps, operations, elements, components, projects, kinds, and / or groups. The terms "or" and "and / or" used herein are interpreted as inclusive, or mean any one or any combination. Thus, “A, B, or C” or “A, B and / or C” means “any of the following: A; B; C; A and B; A and C; B and C; A, B, and C.” An exception to this definition will occur only when a combination of elements, functions, steps, or operations are inherently mutually exclusive in some manner.

[0036] It should be understood that, although the various steps in the flowchart in the embodiment of the present application are displayed in sequence according to the indication of the arrows, these steps are not necessarily performed in sequence according to the order indicated by the arrows. Unless there is a clear explanation in this article, the execution of these steps does not have a strict order restriction, and it can be performed in other orders. Moreover, at least a portion of the steps in the figure may include a plurality of sub-steps or a plurality of stages, and these sub-steps or stages are not necessarily performed at the same time, but can be performed at different times, and their execution order is not necessarily performed in sequence, but can be performed in turn or alternately with other steps or at least a portion of the sub-steps or stages of other steps.

[0037] It should be noted that in this article, step codes such as S1 and S2 are used for the purpose of expressing the corresponding content more clearly and concisely, and do not constitute a substantial limitation on the order. When implementing the step, those skilled in the art may execute S2 first and then S1, etc., but these should all be within the scope of protection of this application.

[0038] It should be understood that the specific embodiments described herein are only used to explain the present application and are not used to limit the present application.

[0039] In the subsequent description, the suffixes such as "module", "component" or "unit" used to represent elements are only used to facilitate the description of the present application and have no specific meaning. Therefore, "module", "component" or "unit" can be used in a mixed manner.

[0040] See also Figure 1 , is a vehicle control method provided in an embodiment of the present application. The method can be executed by a control device provided in an embodiment of the present application. The control device can be implemented in software and / or hardware.

[0041] The vehicle control method provided in this embodiment includes the following steps (e.g., steps S1 to S3):

[0042] Step S1: In response to the return-to-center determination factor during parking meeting the non-return-to-center condition, the wheel direction before parking is taken as the first wheel direction.

[0043] Among them, the return-to-center determination factor during parking can represent the return-to-center determination factor detected in a static situation when parking is completed in a storage space. In one embodiment, it can be determined whether the vehicle has completed parking and whether it is in a static situation based on at least one of the vehicle information and the user's operation information. Among them, the vehicle information may include at least one of the position information, gear information, vehicle speed information, and vehicle occupant information. Specifically, for example, when there is no one in the vehicle and the current vehicle speed is 0, it can be determined that parking in a storage space is completed and the vehicle is in a static situation. For another example, when the current vehicle state is a locked state, the occupant information indicates that the driver and the occupant have left the vehicle and the time has exceeded a preset time, and the current fault information includes a fault category corresponding to a driving prohibition, it can be determined that the vehicle has completed parking in a storage space and is in a static situation.

[0044] In one embodiment, the return-to-center determination factor may represent various vehicle information or parameters for identifying the vehicle return-to-center condition. Optionally, the return-to-center determination factor includes but is not limited to at least one of the current steering wheel angle, the current wheel angle, and the like.

[0045] In one embodiment, the wheel angle may represent a steering angle of the wheel.

[0046] In one implementation, the current steering wheel angle and the current wheel angle may be detected by angle sensors installed at different positions of the vehicle, respectively.

[0047] In one embodiment, the wheel direction before parking may represent the current steering wheel angle or the corresponding wheel direction at a previous moment corresponding to the current wheel angle.

[0048] In one embodiment, the wheel direction before parking may be the wheel direction corresponding to a left turn (referred to as the left wheel direction) or the wheel direction corresponding to a right turn (referred to as the right wheel direction).

[0049] In one embodiment, the wheel direction before parking may be the wheel direction when the vehicle body is straightened after parking in a parking space, or may be the wheel direction corresponding to the current steering wheel angle or the current wheel angle when the non-returning condition is met, or may be the wheel direction before reaching the current steering wheel angle or the current wheel angle.

[0050] In one embodiment, the return angle (e.g., the steering wheel return angle, the return wheel angle) can be calibrated to 0°, the steering wheel angle or wheel angle corresponding to the left turn can be represented by one of positive and negative, and the steering wheel angle or wheel angle corresponding to the right turn can be represented by the other of positive and negative. In this way, the left turn and the right turn can be distinguished by the positive and negative values ​​of the angle. For example, the angle of the left turn is represented by a negative value, and the angle of the right turn is represented by a positive value.

[0051] In one embodiment, the non-returning condition includes, but is not limited to, at least one of the following:

[0052] The absolute value of the difference between the current steering wheel angle and the calibrated return angle is greater than the first difference threshold;

[0053] An absolute value of a difference between the current wheel angle and the calibrated return-to-positive wheel angle is greater than a second difference threshold.

[0054] In one embodiment, the calibrated return angle may be an angle preset by the system or the user, or may be an angle determined according to the user operation and / or the current scene. In one embodiment, the first difference threshold may be 10° or other angle values ​​(e.g., an angle value greater than 10° or an angle value less than 10°). Optionally, in some implementations, when the absolute value of the difference between the current steering wheel angle and the calibrated return angle is less than or equal to 10°, the wheel angle of the wheel driven by the steering wheel is usually within the angle range of 0-1°, and it can be determined to meet the return condition.

[0055] In one embodiment, the calibrated return wheel angle may be an angle preset by the system or the user, or may be an angle determined according to the user operation and / or the current scene. In one embodiment, the second difference threshold may be 1° or other angle values ​​(e.g., an angle value greater than 1° or an angle value less than 1°). Optionally, in some implementations, when the absolute value of the difference between the front wheel angle and the calibrated return wheel angle is less than or equal to 1° (e.g., an angle range of 0-1°), it may be determined that the return condition is met.

[0056] In one embodiment, step S1: in response to the return-to-center determination factor during parking meeting the non-return-to-center condition, before taking the wheel direction before parking as the first wheel direction, may include: immediately detecting the return-to-center determination factor when completing automatic parking or remote parking; or, in response to meeting the user's parking conditions, detecting the return-to-center determination factor.

[0057] In one embodiment, when automatic parking or remote parking is completed, the return-to-center determination factor is immediately detected. In this way, the technical solution of this embodiment can trigger the detection operation at the moment of completing parking in a parking space, so as to accurately grasp the timing of the return-to-center determination and improve the timeliness and accuracy of the response.

[0058] In one embodiment, the user parking condition includes but is not limited to at least one of the following (i.e., includes but is not limited to a combination of one or more of the following):

[0059] Determine that the current vehicle state is a locked state;

[0060] Determining that the occupant information indicates that the driver and the occupant have left the vehicle for more than a preset time;

[0061] It is determined that the current fault information includes a fault category corresponding to a driving prohibition.

[0062] In one embodiment, the in-vehicle occupant information may be obtained by continuously sensing the in-vehicle occupant through a human body sensing device in the vehicle. Optionally, the human body sensing device may be one or more of biological sign sensing devices such as an in-vehicle camera, a gravity sensor of a seat, and a body temperature sensor in the vehicle.

[0063] In one embodiment, the user's parking conditions include the current vehicle status being a locked state and the occupant information indicating that the driver and passengers have left the vehicle for more than a preset time. In this way, the user's long-term parking intention can be accurately identified, thereby accurately grasping the timing of the return judgment and improving the timeliness and accuracy of the response.

[0064] In one embodiment, the fault category corresponding to the driving prohibition may include at least one of a serious power failure, a serious brake failure, etc.

[0065] In one embodiment, when the current fault information includes a fault category corresponding to a driving prohibition, it can be determined that the user cannot use the vehicle for a short period of time, thereby identifying the user's long-term parking intention, thereby being able to accurately grasp the timing of the return judgment and improve the timeliness and accuracy of the response.

[0066] In one embodiment, the last step of automatic parking or remote parking may be to perform a return control to reduce the probability of triggering a subsequent return strategy (e.g., subsequent steps S2 to S3). In addition, during the process of automatic parking or remote parking, the step of performing a return control may not be included, and the subsequent return strategy may be directly triggered to achieve a more accurate vehicle return operation.

[0067] Step S2: controlling and executing a first steering wheel angle corresponding to a first wheel direction.

[0068] In one embodiment, the first steering wheel angle is a calibrated value. In this way, the technical solution of this embodiment can ensure that the rebound friction force of the return is triggered at the same steering wheel angle each time, so that a standardized or small difference return method (such as S3) is used later to offset the rebound friction force of the return to complete the vehicle return, thereby improving the return control efficiency and return accuracy.

[0069] In one embodiment, the rebound friction force can represent the friction force generated between the wheel and the road surface when the wheel moves (when the wheel angle changes), and the friction force is opposite to the moving direction of the wheel. Therefore, in the process of executing the requested steering wheel angle to control the wheel to reach the target wheel angle, the wheel angle will rebound due to the effect of the friction force, resulting in a difference between the final actual wheel angle and the target wheel angle, and the magnitude of the friction force is positively correlated with the magnitude of the difference between the final actual wheel angle and the target wheel angle.

[0070] In one embodiment, the angle value of the first steering wheel angle is less than or equal to 90°. Optionally, the angle value of the first steering wheel angle can be 90°. After testing, in different vehicles, a steering wheel angle of 90° can not only quickly initialize the steering wheel angle, but also ensure that it triggers a suitable rebound friction force for returning to the correct position, so that in the subsequent return mode (such as S3), a smaller reverse steering wheel angle can be requested to offset the rebound friction force for returning to the correct position, thereby realizing a quick return of the vehicle with less steering wheel rotation process.

[0071] Step S3: After controlling the second steering wheel angle corresponding to the second wheel direction, executing the return control, wherein the second wheel direction is opposite to the first wheel direction.

[0072] In one embodiment, the angle value of the second steering wheel angle is smaller than the angle value of the first steering wheel angle. In this way, the technical solution of this embodiment can better reduce the return error and ensure the return accuracy.

[0073] In one embodiment, the second wheel direction is opposite to the first wheel direction, for example, when the first wheel direction is left, the second wheel direction is right; or, when the first wheel direction is right, the second wheel direction is left.

[0074] In one embodiment, the second steering wheel angle of the second wheel direction is a steering wheel angle that reversely compensates for the first steering wheel angle of the first wheel direction with respect to the first steering wheel angle of the first wheel direction; in other words, the second steering wheel angle of the second wheel direction is a reverse compensation value (or reverse overshoot) for the first steering wheel angle of the first wheel direction, and the rebound friction force triggered by the second steering wheel angle of the second wheel direction is in opposite directions to the rebound friction force triggered by the first steering wheel angle of the first wheel direction and can offset each other, thereby ensuring the return accuracy.

[0075] In the technical solution of this embodiment, the return-to-center strategy may be to sequentially execute a first steering wheel angle in the first wheel direction, a second steering wheel angle in the second wheel direction, and return-to-center control. During the execution process, the return-to-center rebound occurs twice in different wheel directions, which can reduce the rebound torque during the final return-to-center process, making the residual torque in the middle position of the final return-to-center process extremely small, thereby satisfying the wheel angle error range requirement of less than 1° during the final return-to-center process.

[0076] In one implementation, the second steering wheel angle may be a calibrated value, or a variable value determined according to friction influencing factors (such as road surface type, wheel properties, etc.). In this way, the technical solution of the present embodiment can ensure that the rebound friction force for returning to the center can be triggered in the same state or the same steering wheel angle each time when the second steering wheel angle is a calibrated value, and the standardized return steps (executing the calibrated second steering wheel angle and returning control) can be used to complete the vehicle return, which can not only ensure the return accuracy, but also better improve the return control efficiency; when the second steering wheel angle is a variable determined according to the friction influencing factors (such as road surface type, wheel properties, etc.), it can determine the correction coefficient according to the friction influencing factors, so as to correct the preset steering wheel angle to obtain the final second steering wheel angle, wherein the determined correction coefficient can play a role in fine-tuning the preset steering wheel angle and adapting to the road surface. Therefore, the technical solution of the present embodiment can ensure that the rebound friction force for returning to the center can be triggered in the same state or the same steering wheel angle each time, and the return steps with small differences (executing the calibrated second steering wheel angle and returning control) can be used to complete the vehicle return, which can not only ensure higher return accuracy, but also ensure the return control efficiency.

[0077] In one embodiment, when the second steering wheel angle is a calibration value, the calibration value can be determined in advance after comprehensive balancing based on different road surfaces. Optionally, the second steering wheel angle is less than or equal to 45°.

[0078] In one embodiment, based on a comprehensive test evaluation of self-centering on different road surfaces, the rebound friction force for self-centering triggered when the angle value of the second steering wheel angle of the second wheel direction is 30° can offset the rebound friction force for self-centering triggered when the first steering wheel angle of the first wheel direction is 90° to the maximum extent.

[0079] In one embodiment, the step of controlling the execution of a second steering wheel angle corresponding to a second wheel direction comprises one of the following:

[0080] Using a preset steering wheel angle as a second steering wheel angle, controlling execution of the second steering wheel angle corresponding to a second wheel direction, wherein the angle value of the preset steering wheel angle is less than or equal to 45°;

[0081] After obtaining the correction coefficient corresponding to the current road surface type, the preset steering wheel angle is corrected using the correction coefficient to obtain a second steering wheel angle, and the second steering wheel angle corresponding to the second wheel direction is controlled and executed.

[0082] In one embodiment, the preset steering wheel angle may be the aforementioned calibration value related to the second steering wheel angle.

[0083] In one implementation, the current road surface type can be obtained after an environment detection device detects the road surface.

[0084] In one implementation, the method provided in this embodiment may include road surface-correction coefficient correspondence information. The correspondence information may include the correspondence between road surface type and correction coefficient. Optionally, the correspondence information may be pre-established through testing experiments.

[0085] The technical solution of the present embodiment can determine the correction coefficient according to the road surface type, so as to correct the preset steering wheel angle to obtain the final second steering wheel angle, wherein the determined correction coefficient can play a role in fine-tuning the preset steering wheel angle and adapting to the road surface. Therefore, the technical solution of the present embodiment can ensure that the rebound friction force for returning to the center can be triggered in the same state or the same steering wheel angle each time, and the subsequent return steps with small differences (executing the calibrated second steering wheel angle and return control) can be used to complete the vehicle return. This can not only ensure higher return accuracy, but also ensure the return control efficiency.

[0086] In one embodiment, see Figure 2 , step S2: after controlling the execution of the second steering wheel angle corresponding to the second wheel direction, after executing the return control, it may include: S4: obtaining the current return determination factor. S5: in response to the current return determination factor meeting the non-return condition, the second wheel direction when the return control was most recently executed is used as the new first wheel direction, and return to step S2: controlling the execution of the first steering wheel angle corresponding to the first wheel direction. In this way, the technical solution of this embodiment initially executes the aforementioned return strategy (such as step S2 and step S3), and when the return requirement is not met, the current wheel angle or the current steering wheel angle formed by rebound corresponds to the second wheel direction, so the return strategy can be executed again in the wheel direction opposite to the initial return strategy until the return condition is met (the return requirement is met).

[0087] In one embodiment, step S2: after controlling the execution of the second steering wheel angle corresponding to the second wheel direction, after executing the return control, it may include: obtaining the current return determination factor. In response to the current return determination factor meeting the non-return condition, the second wheel direction when the return control was executed most recently is used as the new first wheel direction, and the first steering wheel angle and the second steering wheel angle are updated by lowering the angle value; based on the new first wheel direction, the updated first steering wheel angle and the second steering wheel angle, the control is returned to execute the first steering wheel angle corresponding to the first wheel direction. In this way, when the technical solution of this embodiment initially executes the aforementioned return strategy (such as step S2 and step S3), and the return requirement is not met, the current wheel angle or the current steering wheel angle formed by rebound corresponds to the second wheel direction, and since the return error is usually reduced after the initial return strategy is executed, therefore, the first steering wheel angle and the second steering wheel angle are reduced, and the return strategy is executed again in the wheel direction opposite to the initial return strategy. Since the steering wheel rotation process is reduced, the return strategy can be completed more quickly, and the return control efficiency and return accuracy are improved.

[0088] In one implementation, the method provided in this embodiment further includes: executing the first steering wheel angle, the second steering wheel angle and / or the return control at a preset steering wheel speed, the preset steering wheel speed is within a preset speed range, and the preset speed range is 150° / s to 300° / s. Thus, the technical solution of this embodiment, when controlling the steering wheel or wheel rotation, the speed is controlled within a range of 150° / s to 300° / s, which can ensure that the pressure load of the static steering on the relevant mechanical components during parking is controlled within a suitable range, thereby avoiding the accelerated aging of the relevant mechanical components.

[0089] In one embodiment, the preset steering wheel speed is preferably 200° / s. According to tests, when the preset steering wheel speed is 200° / s, the static steering during parking has the lowest pressure load on the relevant mechanical components, which can better avoid the accelerated aging of the relevant mechanical components.

[0090] In one embodiment, the first steering wheel angle and the second steering wheel angle are both calibrated. In this way, the technical solution of this embodiment can ensure that the rebound friction force for returning to the center is triggered at the same steering wheel angle each time, which is convenient for the subsequent use of a standardized return method (such as S3) to offset the rebound friction force for returning to the center to complete the vehicle return, thereby improving the return control efficiency and return accuracy. Since the theoretical friction coefficients of the same road surface are consistent, it is only necessary to ensure that the rebound friction force for returning to the center triggered by the first steering wheel angle of the first wheel in a road surface and the rebound friction force for returning to the center triggered by the second steering wheel angle of the second wheel in a road surface can be offset as much as possible, then the return strategy can be applied to any road surface. Therefore, the technical solution of this embodiment provides a vehicle return method, and the rebound operation triggered on various road surfaces is consistent, which is not only independent of road surface type and / or weather conditions, but also can ensure a high return accuracy.

[0091] In summary, the vehicle control method provided by this embodiment includes: step S1: in response to the return-to-center judgment factor during parking meeting the non-return-to-center condition, the wheel direction before parking is taken as the first wheel direction; step S2: control the execution of the first steering wheel angle corresponding to the first wheel direction; step S3: after the control execution of the second steering wheel angle corresponding to the second wheel direction, the return-to-center control is executed, wherein the second wheel direction is opposite to the first wheel direction, and the angle value of the second steering wheel angle is less than the angle value of the first steering wheel angle. In this way, the technical solution of this embodiment can execute a steering wheel angle in the same direction as the wheel direction before parking when the parking behavior is completed and the vehicle is not returned to center, so as to ensure that the rebound friction force can be triggered in the same state each time, so that a standardized or less different return-to-center strategy can be used to complete the vehicle return to center, thereby improving the return-to-center control efficiency and return-to-center accuracy. Through the technical solution of this embodiment, a vehicle return method can be provided to realize the parking return function to better realize the vehicle return, thereby avoiding the problem of accelerated aging or abnormality of mechanical parts related to steering control caused by the failure of the vehicle to return to the center, and avoiding problems that affect the safe driving of the vehicle. Furthermore, the technical solution of this embodiment can enhance the car-using experience.

[0092] See also Figure 3 Based on the same inventive concept as the above-mentioned embodiment, a vehicle control method is exemplified below for reference:

[0093] Step S11: Determine the parking type;

[0094] Step S12: When the parking type is user parking and the locking state is detected or the driver and passengers have left the vehicle for more than a preset time, the current steering wheel angle during parking is detected;

[0095] Step S13: When the parking type is automatic parking or remote parking, and the automatic parking or remote parking is detected to be completed, the current steering wheel angle during parking is instantly triggered to be detected;

[0096] Step S14: The absolute value of the difference between the current steering wheel angle and the calibrated return angle is greater than the difference threshold (angle value of 10° and above), triggering a return strategy based on the electric power steering system (ESP for short).

[0097] Among them, the ESP-based return-to-center strategy includes: taking the wheel direction before parking as the first wheel direction; executing a first steering wheel angle (not exceeding 90°TC) corresponding to the first wheel direction based on an ESP request and at a preset steering wheel speed (150° / s to 300° / s); after executing a second steering wheel angle (not exceeding 45°) corresponding to the second wheel direction based on an ESP request and at a preset steering wheel speed, perform return-to-center control, wherein the second wheel direction is opposite to the first wheel direction, and the angle value of the second steering wheel angle is smaller than the angle value of the first steering wheel angle.

[0098] In one embodiment, the vehicle control method of this example may further include: setting at least one of a difference threshold, a first steering wheel angle, a second steering wheel angle, a preset steering wheel speed, etc. through a calibration interface. For example, the difference threshold set through the calibration interface is 40°, the first steering wheel angle is 90°, the second steering wheel angle is 30°, and the preset steering wheel speed is 200° / s. In this way, the user or maintenance personnel of the vehicle can adjust the parameters related to the return-to-center strategy through the calibration interface according to the actual use situation to ensure the accuracy of the return-to-center control.

[0099] In this way, the technical solution of this example can be triggered when the user locks the car and it is determined that there are no life signs in the car for more than a preset time. The current steering wheel angle detection is triggered, and the return strategy is triggered when the steering wheel angle is large and has not returned to the center. For automatic parking, when the vehicle is stationary, before the controller reports that parking is completed, the current steering wheel angle detection is actively triggered, and the return strategy is triggered when the steering wheel angle is large and has not returned to the center, to ensure that the steering wheel executes the return behavior to return to the center.

[0100] In the return-to-center strategy, based on the wheel direction before parking is completed, a steering wheel angle (not exceeding 90°TC) is requested in the same direction to ensure that rebound can be triggered from the same angle every time on the same road surface. Then a steering wheel angle (not exceeding 45°TC) is compensated in the reverse direction and finally returns to the steering wheel position of 0°. (The reverse compensation value is the reverse overshoot, which is opposite to the sign of the initial rebound angle. It is necessary to make a comprehensive balance according to different road surfaces. The final return to 0° is to reduce the residual torque. After two rebounds, the residual torque in the middle position is not large. The rebound when disconnecting the ESP handshake should be able to meet the requirement that the return error is less than 1° wheel angle) Finally, the lateral control is disconnected from ESP. (The steering wheel speed during the entire return-to-center process can be controlled and set from 150° to 300° / s TC. The static steering steering wheel execution speed should not be too large).

[0101] The technical solution of this example can actively intervene in the behavior of the steering wheel not returning to the center before the control handshake with the EPS is completed. When it is determined that the vehicle has completed parking, is completely stationary or has no movement trend, it actively triggers the steering wheel correction measures (i.e., the return strategy) to ensure that the steering wheel error is within the setting (steering wheel angle error within ±10°, wheel angle error within ±1°) after each execution. The technical solution of this example actively triggers the steering wheel return strategy in the case of the steering wheel not returning to the center. The rebound method triggered on various road surfaces is consistent, does not depend on the road surface type and weather conditions, and has a high return rate (tested return rate is above 95%).

[0102] Based on the same inventive concept as the above embodiments, the present application embodiment provides a control device, such as Figure 4 As shown, the control device includes: a processor 310 and a memory 311 storing a computer program; wherein, Figure 4 The processor 310 shown in the figure is not used to indicate that the number of the processor 310 is one, but is only used to indicate the positional relationship of the processor 310 relative to other devices. In actual applications, the number of the processor 310 may be one or more; similarly, Figure 4The memory 311 shown in the figure has the same meaning, that is, it is only used to refer to the position relationship of the memory 311 relative to other devices. In actual applications, the number of memories 311 can be one or more. When the processor 310 runs the computer program, the vehicle control method applied to the above control device is implemented, for example, see step S1: in response to the return-to-center determination factor during parking meeting the non-return-to-center condition, the wheel direction before parking is taken as the first wheel direction; step S2: control to execute the first steering wheel angle corresponding to the first wheel direction; step S3: after controlling to execute the second steering wheel angle corresponding to the second wheel direction, return-to-center control is executed, wherein the second wheel direction is opposite to the first wheel direction, and the angle value of the second steering wheel angle is less than the angle value of the first steering wheel angle; for another example, see step S11: determine the parking type; step S12: if the parking type is user parking, and the locking state is detected or the driver and passenger leave the vehicle for more than a preset time, the current steering wheel angle during parking is detected; step S13: if the parking type is automatic parking or remote parking, and the completion of automatic parking or remote parking is detected, the current steering wheel angle during parking is instantaneously triggered to detect; step S14: if the absolute value of the difference between the current steering wheel angle and the calibrated return-to-center angle is greater than the difference threshold, the return-to-center strategy based on the electric power steering system is triggered.

[0103] The control device may also include: at least one network interface 312. The various components in the control device are coupled together via a bus system 313. It is understood that the bus system 313 is used to achieve connection and communication between these components. In addition to the data bus, the bus system 313 also includes a power bus, a control bus, and a status signal bus. However, for the sake of clarity, Figure 4 Various buses are labeled as bus system 313.

[0104] The memory 311 may be a volatile memory or a nonvolatile memory, or may include both volatile and nonvolatile memories. The nonvolatile memory may be a read-only memory (ROM), a programmable read-only memory (PROM), an erasable programmable read-only memory (EPROM), an electrically erasable programmable read-only memory (EEPROM), a magnetic random access memory (FRAM), a flash memory, a magnetic surface memory, an optical disk, or a compact disc read-only memory (CD-ROM); the magnetic surface memory may be a disk memory or a tape memory. The volatile memory may be a random access memory (RAM), which is used as an external cache. By way of example and not limitation, many forms of RAM are available, such as static random access memory (SRAM), synchronous static random access memory (SSRAM), dynamic random access memory (DRAM), synchronous dynamic random access memory (SDRAM), double data rate synchronous dynamic random access memory (DDRSDRAM), enhanced synchronous dynamic random access memory (ESDRAM), synchronous link dynamic random access memory (SLDRAM, SyncLink Dynamic Random Access Memory), and direct RAM bus random access memory (DRRAM, Direct Rambus Random Access Memory).The memory 311 described in the embodiments of the present application is intended to include but is not limited to these and any other suitable types of memories.

[0105] The memory 311 in the embodiment of the present application is used to store various types of data to support the operation of the control device. Examples of these data include: any computer program for operating on the control device, such as an operating system and an application program. Among them, the operating system includes various system programs, such as a framework layer, a core library layer, a driver layer, etc., which are used to implement various basic services and handle hardware-based tasks. The application program may include various applications, such as a media player (Media Player), a browser (Browser), etc., which are used to implement various application services. Here, the program implementing the method of the embodiment of the present application may be included in the application program.

[0106] The control device provided in the embodiment of the present application is capable of executing a steering wheel angle in the same direction as the wheel direction before parking when the parking behavior is completed and the vehicle has not returned to the center, so as to ensure that the rebound friction force can be triggered in the same state each time, so that a standardized or small-difference return strategy can be adopted later to complete the vehicle return to the center, thereby improving the return control efficiency and return accuracy. The control device provided in the embodiment of the present application can provide a vehicle return method, realize the parking return function to better realize the vehicle return, thereby avoiding the problem of accelerated aging or abnormality of mechanical parts related to steering control due to the failure of the vehicle to return to the center, and avoiding problems that affect the safe driving of the vehicle. Furthermore, the technical solution of this embodiment can improve the vehicle experience.

[0107] An embodiment of the present application also provides a vehicle equipped with the above-mentioned control device.

[0108] Based on the same inventive concept as the above-mentioned embodiment, this embodiment further provides a computer-readable storage medium, in which a computer program is stored. The computer-readable storage medium may be a ferromagnetic random access memory (FRAM), a read-only memory (ROM), a programmable read-only memory (PROM), an erasable programmable read-only memory (EPROM), an electrically erasable programmable read-only memory (EEPROM), a flash memory, a magnetic surface memory, an optical disc, or a compact disc read-only memory (CD-ROM); it may also be various devices including one or any combination of the above memories, such as a mobile phone, a computer, a tablet device, a personal digital assistant, etc. When the computer program stored in the computer-readable storage medium is executed by the processor, the above method is implemented. For example, the specific steps implemented when the computer program is executed by the processor can be referred to. Figure 1 Step S1: in response to the return-to-center determination factor during parking meeting the non-return-to-center condition, the wheel direction before parking is taken as the first wheel direction; step S2: control to execute a first steering wheel angle corresponding to the first wheel direction; step S3: after controlling to execute a second steering wheel angle corresponding to the second wheel direction, return-to-center control is executed, wherein the second wheel direction is opposite to the first wheel direction, and the angle value of the second steering wheel angle is less than the angle value of the first steering wheel angle; for example, reference can be made to Figure 3 Step S11: determine the parking type; Step S12: if the parking type is user parking and the vehicle is locked or the driver has left the vehicle for more than a preset time, detect the current steering wheel angle during parking; Step S13: if the parking type is automatic parking or remote parking and the automatic parking or remote parking is completed, instantly trigger the detection of the current steering wheel angle during parking; Step S14: if the absolute value of the difference between the current steering wheel angle and the calibrated return angle is greater than the difference threshold, trigger the return strategy based on the electric power steering system

[0109] After being executed by a processor, the computer-readable storage medium provided in the embodiment of the present application can enable the vehicle to perform a steering wheel angle in the same direction as the wheel direction before parking when the parking behavior is completed and the vehicle has not returned to the center, so as to ensure that the rebound friction force can be triggered in the same state each time, so that a standardized or small-difference return strategy can be used to complete the vehicle return to the center, thereby improving the return control efficiency and return accuracy. After being executed by a processor, the computer-readable storage medium provided in the embodiment of the present application can provide a vehicle return method, realize the parking return function to better realize the vehicle return, thereby avoiding the problem of accelerated aging or abnormality of mechanical parts related to steering control due to the failure of the vehicle to return to the center, and avoiding problems that affect the safe driving of the vehicle. Furthermore, the technical solution of this embodiment can improve the vehicle experience.

[0110] The technical features of the above-described embodiments may be arbitrarily combined. To make the description concise, not all possible combinations of the technical features in the above-described embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0111] In this document, the terms "comprises," "comprising," or any other variations thereof, are intended to cover a non-exclusive inclusion of elements other than those listed and may also include additional elements not expressly listed.

[0112] The above is only a specific implementation of the present application, but the protection scope of the present application is not limited thereto. Any person skilled in the art who is familiar with the present technical field can easily think of changes or substitutions within the technical scope disclosed in the present application, which should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

Claims

1. A vehicle control method, It is characterized in that include: In response to the return-to-center determination factor during parking meeting the non-return-to-center condition, taking the wheel direction before parking as the first wheel direction; Controlling to execute a first steering wheel angle corresponding to the first wheel direction; After controlling a second steering wheel angle corresponding to a second wheel direction, a return control is performed, wherein the second wheel direction is opposite to the first wheel direction.

2. The method according to claim 1, It is characterized in that The first steering wheel angle is a calibrated value; and / or, The angle value of the first steering wheel angle is less than or equal to 90°; and / or, An angle value of the second steering wheel angle is smaller than an angle value of the first steering wheel angle.

3. The method according to claim 2, It is characterized in that The step of controlling the execution of a second steering wheel angle corresponding to a second wheel direction comprises one of the following: Using a preset steering wheel angle as the second steering wheel angle, controlling the execution of the second steering wheel angle corresponding to the second wheel direction, wherein the angle value of the preset steering wheel angle is less than or equal to 45°; After obtaining the correction coefficient corresponding to the current road surface type, the preset steering wheel angle is corrected using the correction coefficient to obtain a second steering wheel angle, and the second steering wheel angle corresponding to the second wheel direction is controlled and executed.

4. The method according to claim 1, It is characterized in that The non-returning condition includes at least one of the following: The absolute value of the difference between the current steering wheel angle and the calibrated return angle is greater than the first difference threshold; An absolute value of a difference between the current wheel angle and the calibrated return-to-positive wheel angle is greater than a second difference threshold.

5. The method according to claim 1, It is characterized in that Before the step of taking the wheel direction before parking as the first wheel direction in response to the return-to-centering determination factor during parking meeting the non-return-to-centering condition, the method includes: Upon completion of automatic parking or remote control parking, immediately detecting the return-to-center determination factor; or, In response to the user parking condition being met, the return-to-center determination factor is detected, wherein the user parking condition includes at least one of the following: Determine that the current vehicle state is a locked state; Determining that the occupant information indicates that the driver and the occupant have left the vehicle for more than a preset time; It is determined that the current fault information includes a fault category corresponding to a driving prohibition.

6. The method according to any one of claims 1 to 5, It is characterized in that Also includes: The first steering wheel angle, the second steering wheel angle and / or the return control are performed at a preset steering wheel speed, and the preset steering wheel speed is within a preset speed range, and the preset speed range is 150° / s to 300° / s.

7. The method according to any one of claims 1 to 5, It is characterized in that After the control executes the second steering wheel angle corresponding to the second wheel direction, the step of executing the return control comprises: Get the current return determination factor; In response to the current return-to-center determination factor satisfying the non-return-to-center condition, the second wheel direction during the most recent execution of the return-to-center control is used as a new first wheel direction, and the control is returned to execute a first steering wheel angle corresponding to the first wheel direction.

8. A vehicle control method, It is characterized in that include: Determine the parking type; When the parking type is user parking and the locking state is detected or the driver and passenger have left the vehicle for more than a preset time, the current steering wheel angle during parking is detected; or, when the parking type is automatic parking or remote parking and the completion of automatic parking or remote parking is detected, the current steering wheel angle during parking is instantaneously triggered; When the absolute value of the difference between the current steering wheel angle and the calibrated return angle is greater than the difference threshold, a return strategy based on the electric power steering system is triggered, and the return strategy includes: taking the wheel direction before parking as the first wheel direction; controlling the electric power steering system to execute a first steering wheel angle corresponding to the first wheel direction; controlling the electric power steering system to execute a second steering wheel angle corresponding to the second wheel direction, and then executing return control, wherein the second wheel direction is opposite to the first wheel direction.

9. A control device, It is characterized in that include: A processor and a memory storing a computer program, wherein when the processor runs the computer program, the steps of the method according to any one of claims 1 to 8 are implemented.

10. A vehicle, It is characterized in that The control device according to claim 9 is provided.

11. A computer-readable storage medium, It is characterized in that A computer program is stored, and when the computer program is executed by a processor, the steps of the method according to any one of claims 1 to 8 are implemented.

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