Vehicle control method and device, vehicle and storage medium

Abstract

The invention discloses a vehicle control method and device, a vehicle and a storage medium, in the method, the vehicle can determine a target torque based on detection information, and then the control state of a steering wheel is determined based on the detection information and the target torque. Wherein the target torque represents a torque value applied to the steering wheel by a driver, and the detection information comprises a torque detection value, a rotation angle detection value, a rotation angle request value and a power-assisted torque expected value corresponding to the steering wheel. Due to the fact that the detection information can be obtained through an existing sensor (such as a torque sensor corresponding to the steering wheel and an angle sensor in an electric power steering system) in the vehicle, the vehicle does not need to be provided with an additional sensor, the problem of misjudgment caused by an HOD sensor can be avoided, and the detection accuracy of the control state of the steering wheel is improved. Furthermore, because an HOD sensor does not need to be arranged, the hardware cost of the vehicle can also be saved.

Description

Technical Field

[0001] The present application relates to the field of autonomous driving technology, and more specifically, to a vehicle control method, device, vehicle and storage medium. Background Art

[0002] The current autonomous driving assistance system has certain limitations in application scenarios, especially in some special circumstances, such as encountering complex road conditions, the system requires the driver to intervene and control to ensure driving safety.

[0003] To ensure that the driver can quickly take over the steering wheel at a critical moment, the vehicle's built-in control system monitors the steering wheel's control status. Once it detects that the driver is not holding the steering wheel, the system will immediately issue a reminder to prompt the driver to hold the steering wheel again to maintain driving safety.

[0004] In the related art, a hands off detection (HOD) sensor is set on the steering wheel to identify whether the driver is holding the steering wheel. This solution can accurately identify the control status of the steering wheel only when the driver holds his hands in a specific area (that is, the area where the HOD sensor is set), resulting in a certain probability of misjudgment. Summary of the invention

[0005] Embodiments of the present application provide a vehicle control method, a vehicle control device, a vehicle, and a storage medium.

[0006] In a first aspect, some embodiments of the present application provide a method for controlling a vehicle, the vehicle including an electric power steering system, the method including: step S310, obtaining detection information, the detection information including a torque detection value, an angle detection value, an angle request value, and an expected value of the power-assist torque corresponding to the steering wheel; wherein the torque detection value is detected by a torque sensor corresponding to the steering wheel, and the expected value of the power-assist torque is a target value of the power-assist torque determined by the electric power steering system based on the angle request value. Step S320, determining a target torque based on the detection information; the target torque represents the torque value applied by the driver to the steering wheel. Step S330, determining a control state of the steering wheel based on the detection information and the target torque; the control state includes a grip state in which the steering wheel is gripped by the driver and a hands-off state in which the steering wheel is not gripped by the driver.

[0007] In a second aspect, some embodiments of the present application also provide a control device for a vehicle, the vehicle includes an electric power steering system, and the device includes an acquisition module, a first determination module, and a second determination module. The acquisition module is used to acquire detection information, and the detection information includes a torque detection value, an angle detection value, an angle request value, and an expected value of the power-assist torque corresponding to the steering wheel; the torque detection value is obtained by detecting a torque sensor corresponding to the steering wheel, and the expected value of the power-assist torque is a target value of the power-assist torque determined by the electric power steering system based on the angle request value. The first determination module is used to determine a target torque based on the detection information; the target torque represents the torque value applied by the driver to the steering wheel. The second determination module is used to determine the control state of the steering wheel based on the detection information and the target torque; the control state includes a grip state when the steering wheel is held by the driver and a hands-off state when the steering wheel is not held by the driver.

[0008] In a third aspect, some embodiments of the present application further provide a vehicle, the vehicle comprising an electric power steering system, one or more processors, a memory, and one or more applications, wherein the one or more applications are stored in the memory and configured to be executed by the one or more processors, and configured to execute the above method.

[0009] In a fourth aspect, an embodiment of the present application further provides a computer-readable storage medium, wherein the computer-readable storage medium stores computer program instructions, wherein the computer program instructions can be called by a processor to execute the above method.

[0010] In a fifth aspect, an embodiment of the present application further provides a computer program product, which implements the above method when executed.

[0011] The present application provides a vehicle control method, device, vehicle and storage medium, in which the vehicle determines a target torque based on detection information, and then determines the steering wheel control state based on the detection information and the target torque. The target torque represents the torque value applied by the driver to the steering wheel, and the detection information includes the torque detection value, angle detection value, angle request value and assist torque expectation value corresponding to the steering wheel.

[0012] Since the detection information can be obtained through existing sensors in the vehicle (e.g., torque sensor corresponding to the steering wheel, angle sensor in the electric power steering system), the vehicle does not need to be equipped with additional sensors (e.g., HOD sensor in the related art), which can avoid the misjudgment problem caused by the HOD sensor and improve the detection accuracy of the steering wheel control state. Furthermore, since there is no need to set up the HOD sensor, the hardware cost of the vehicle can also be saved.

[0013] In addition, the present application can determine the target torque corresponding to the steering wheel (that is, the torque value applied to the steering wheel by the driver) through detection information, and use the target torque as the basis for judging the corresponding control state of the steering wheel, which can further improve the detection accuracy of the control state of the steering wheel to ensure the safety of vehicle driving. BRIEF DESCRIPTION OF THE DRAWINGS

[0014] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings required for use in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For those skilled in the art, other drawings can be obtained based on these drawings without creative work.

[0015] Figure 1 It is a structural schematic diagram of a vehicle provided in an embodiment of the present application.

[0016] Figure 2 yes Figure 1 The module block diagram of the control system and electric power steering system in the vehicle shown.

[0017] Figure 3 It is a flow chart of a vehicle control method provided in the first embodiment of the present application.

[0018] Figure 4 It is a flow chart of a vehicle control method provided in the second embodiment of the present application.

[0019] Figure 5 It is a flow chart of a vehicle control method provided in the third embodiment of the present application.

[0020] Figure 6 It is a flow chart of a vehicle control method provided in the fourth embodiment of the present application.

[0021] Figure 7 It is a module block diagram of a vehicle control device provided in an embodiment of the present application.

[0022] Figure 8 It is a module block diagram of the vehicle provided in an embodiment of the present application. DETAILED DESCRIPTION

[0023] The embodiments of the present application are described in detail below, and examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present application, and cannot be understood as limiting the present application.

[0024] In order to enable those skilled in the art to better understand the solutions of the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, rather than all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without making creative work are within the scope of protection of the present application.

[0025] The present application provides a vehicle control method, device, vehicle and storage medium, in which the vehicle determines a target torque based on detection information, and then determines the steering wheel control state based on the detection information and the target torque. The target torque represents the torque value applied by the driver to the steering wheel, and the detection information includes the torque detection value, angle detection value, angle request value and assist torque expectation value corresponding to the steering wheel.

[0026] Since the detection information can be obtained through existing sensors in the vehicle (e.g., torque sensor corresponding to the steering wheel, angle sensor in the electric power steering system), the vehicle does not need to be equipped with additional sensors (e.g., HOD sensor in the related art), which can avoid the misjudgment problem caused by the HOD sensor and improve the detection accuracy of the steering wheel control state. Furthermore, since there is no need to set up the HOD sensor, the hardware cost of the vehicle can also be saved.

[0027] In addition, the present application can determine the target torque corresponding to the steering wheel (that is, the torque value applied to the steering wheel by the driver) through detection information, and use the target torque as the basis for judging the corresponding control state of the steering wheel, which can further improve the detection accuracy of the control state of the steering wheel to ensure the safety of vehicle driving.

[0028] In order to facilitate the detailed description of the present application, the application environment of the present application embodiment is first introduced in conjunction with the accompanying drawings. Figure 1 , Figure 1 The following is a schematic diagram of the application environment of the control method provided in the example of the present application. The method is applied to a vehicle 100. The vehicle 100 refers to a vehicle driven or towed by a power device for passengers or for transporting goods, including but not limited to a car, a minibus, a bus, etc. In the embodiment of the present application, the vehicle 100 includes a vehicle body 110, a control system 120, and an electric power steering system 130. The control system 120 and the electric power steering system 130 are arranged in the vehicle body 110, and the control system 120 and the electric power steering system 130 (Electric Power Steering, EPS) are electrically connected.

[0029] The control system 120 is used to process the signals and data, and control the vehicle body 110 to work (for example, moving forward, braking, steering, etc.) according to the processed parameters. Figure 2 , the control system 120 may include an automated domain controller 1210 (Automated Domain Control, ADC), which has the function of determining a planned path. Among them, the planned path may include multiple trajectory points, and each trajectory point may include corresponding planning information. For example, the planning information may be a target position, a target speed, and the like. In this embodiment, the planning information also includes a turning angle request value, which represents the target turning angle value of the steering wheel when the vehicle 100 travels to the trajectory point. Specifically, the intelligent driving domain controller 1210 may include an AI chip, which may store a path planning algorithm (for example, an A* algorithm, a Dijkstra algorithm, etc.).

[0030] The electric power steering system 130 is a power steering system that relies on a motor to provide auxiliary torque, which is used to provide power torque to ensure the driving stability of the vehicle 100. Among them, the electric power steering system 130 may include a steering system domain controller 1320, a torque sensor 1340, an angle sensor 1360 and an angular velocity sensor 1380. Among them, the torque sensor 1340 is used to obtain a torque detection value, which refers to the actual torque value acting on the steering wheel. The angle sensor 1360 is used to obtain an angle detection value, which refers to the actual angle value corresponding to the steering wheel. The angular velocity sensor 1380 is used to obtain an angular velocity detection value, which refers to the actual angular velocity value corresponding to the steering wheel.

[0031] The steering system domain controller 1320 is electrically connected to the torque sensor 1340 , the angle sensor 1360 , and the angular velocity sensor 1380 , respectively. The steering system domain controller 1320 is also electrically connected to the intelligent driving domain controller 1210 .

[0032] On the one hand, the steering system domain controller 1320 is used to send the torque detection value, the angle detection value and the angular velocity detection value to the intelligent driving domain controller 1210, so that the intelligent driving domain controller 1210 can determine the control state of the steering wheel based on the above detection information. The specific determination process of the control state is described in detail in the method embodiment below.

[0033] On the other hand, the steering system domain controller 1320 is also used to obtain the angle request value output by the intelligent driving domain controller 1210, and determine the expected value of the power-assist torque based on the angle request value. Among them, the expected value of the power-assist torque refers to the target value of the power-assist torque that the electric power steering system 130 needs to provide. Specifically, a determination algorithm corresponding to the expected value of the power-assist torque may be stored in the steering system domain controller 1320, and this embodiment does not limit the specific implementation method of the determination algorithm. In addition, the steering system domain controller 1320 in this embodiment is also used to send the determined expected value of the power-assist torque as detection information to the intelligent driving domain controller 1210.

[0034] In some possible embodiments, the vehicle 100 may further include an alarm system 140, which is electrically connected to the intelligent driving domain controller 1210 in the control system 120, and is used to generate an alarm message under the control of the intelligent driving domain controller 1210, and the alarm message is used to remind the driver that the current steering wheel is in a hands-free state. Specifically, the alarm system 140 may include an on-board display 1410 and a speaker 1430. The alarm message may be a text prompt message and a warning icon displayed on the on-board display 1410, and the alarm message may also be a prompt sound played through the speaker 1430.

[0035] See also Figure 3 , Figure 3 A vehicle control method provided by the first embodiment of the present application is schematically shown, and the method is applied to the vehicle 100 of the above embodiment, and the vehicle includes an electric power steering system. Specifically, the method may include the following steps.

[0036] Step S310, obtaining detection information.

[0037] In this embodiment, the detection information may include a torque detection value, an angle detection value, an angle request value, and an expected power torque value corresponding to the steering wheel. The torque detection value is the actual torque value of the steering wheel detected by the torque sensor corresponding to the steering wheel, and the angle detection value is the actual angle value of the steering wheel detected by the angle sensor corresponding to the steering wheel. The angle request value is the target angle value corresponding to the steering wheel determined by the intelligent driving domain controller, and the expected power torque value is the target value of the power torque determined by the electric power steering system based on the angle request value.

[0038] As an implementation mode, the controller may obtain detection information every calculation cycle, that is, periodically obtain detection information. The calculation cycle may be a default value in the controller, or may be determined by R&D personnel based on the control accuracy or driving safety of the vehicle. For example, the higher the control accuracy of the vehicle, the shorter the calculation cycle; for another example, the higher the driving safety of the vehicle, the shorter the calculation cycle. Specifically, the calculation cycle may be 0.01s, 0.02s, 0.05s, 0.1s, etc., which is not specifically limited in this embodiment.

[0039] It should be noted that the "controller" here can be an intelligent driving domain controller in the vehicle, corresponding to the "intelligent driving domain controller 1210" in the above application environment. Of course, the controller can also be other control units with computing capabilities in the vehicle, which is not specifically limited in this embodiment.

[0040] As an implementation method, the controller can obtain detection information in response to a takeover instruction. The takeover instruction refers to an instruction triggered when the driver needs to take over control of the steering wheel. For example, when the vehicle encounters complex road conditions (e.g., traffic jams, traffic accidents, many pedestrians around, etc.), the driver needs to manually drive the vehicle to ensure driving safety. At this time, the controller needs to determine the control state of the steering wheel through detection information to ensure that the driver can take over control of the steering wheel at the first time.

[0041] Step S320, determining the target torque based on the detection information.

[0042] In this embodiment, the target torque represents the torque value applied by the driver to the steering wheel, that is, the actual torque value applied to the steering wheel. As an implementation mode, the controller may pre-store an algorithm corresponding to the target torque, and the controller may calculate the target torque based on the detection information and the corresponding algorithm. Specifically, the process of determining the target torque is described in detail in the following embodiments.

[0043] Step S330, determining the control state of the steering wheel based on the detection information and the target torque.

[0044] In this embodiment, the control state includes a grip state where the steering wheel is gripped by the driver and a hands-off state where the steering wheel is not gripped by the driver. As an implementation method, the controller may pre-store judgment logic corresponding to the control state, and the controller may determine the control state of the steering wheel based on the detection information, the target torque and the corresponding judgment logic. Specifically, the judgment logic corresponding to the control state is described in detail in the following embodiments.

[0045] It is not difficult to understand here that the control method provided in this embodiment includes multiple calculation cycles, wherein step S310, step S320 and step S330 are executed in sequence to form a calculation cycle, and each calculation cycle determines the corresponding steering wheel control state. In some possible embodiments, after step S330, step S340 and step S350 may also be included.

[0046] Step S340, when the steering wheel is in a hands-off state, determine the hands-off duration.

[0047] As an implementation mode, when the controller determines that the control state of the steering wheel is a hands-off state, the controller determines the duration corresponding to a single calculation cycle as the hands-off duration. If in subsequent calculation cycles, the control states of the steering wheel determined are all hands-off states, the product of the duration corresponding to a single calculation cycle and the number of cycles is determined as the hands-off duration. The number of cycles here refers to the number of calculation cycles corresponding to the hands-off state that are continuously determined. For example, when the duration corresponding to a single calculation cycle is 0.05s, and 10 consecutive calculation cycles are determined to be hands-off states, the hands-off duration is 0.05s*10, that is, 0.5s.

[0048] Step S350, based on the hands-off time, determine an alarm strategy and work based on the alarm strategy.

[0049] As an implementation method, an alarm strategy mapping table may be pre-stored in the controller. The controller can determine the corresponding alarm strategy based on the hands-off time by searching the alarm strategy mapping table, and work based on the alarm strategy. The alarm strategy mapping table represents the mapping relationship between different hands-off time and different alarm strategies. Specifically, the alarm strategy mapping table can be summarized and concluded by R&D personnel based on a large amount of driving data. Please refer to Table 1, which shows an alarm strategy mapping table provided in this embodiment.

[0050] Table-1

[0051] <![CDATA[Release duration t off > Alarm strategy <![CDATA[0.5s<t off ≤1s]]> The vehicle display shows text prompt information <![CDATA[1s<t off ≤3s]]> The vehicle display shows text prompt information and the speaker plays prompt sound <![CDATA[t off >3s]]> The vehicle display shows text prompts and warning icons, and the speaker plays prompt sounds

[0052] For example, when the release time is t off =2s, the controller can determine the alarm strategy according to Table-1 as displaying text prompt information on the vehicle display and playing prompt sound on the speaker, and then the controller controls the vehicle display and the speaker to perform corresponding operations. Specifically, the text prompt information can be "detected that the steering wheel is not currently held", and the prompt sound can be "please hold the steering wheel".

[0053] In some other possible embodiments, after step S330, when the control state of the steering wheel is in the holding state, the next calculation cycle is entered, that is, step S310, step S320 and step S330 are executed again to update the control state of the steering wheel and realize real-time detection of the control state.

[0054] The embodiment of the present application provides a method for controlling a vehicle. Since the detection information can be obtained through existing sensors in the vehicle (for example, a torque sensor corresponding to the steering wheel, an angle sensor in the electric power steering system), the vehicle does not need to be equipped with additional sensors (for example, HOD sensors in the related art), which can avoid the misjudgment problem caused by the HOD sensor and improve the detection accuracy of the steering wheel control state. Furthermore, since there is no need to set up the HOD sensor, the hardware cost of the vehicle can also be saved. In addition, the method can determine the target torque corresponding to the steering wheel (that is, the torque value applied to the steering wheel by the driver) through the detection information, and use the target torque as the basis for judging the corresponding control state of the steering wheel, which can further improve the detection accuracy of the steering wheel control state to ensure the safety of vehicle driving.

[0055] See also Figure 4 , Figure 4 A vehicle control method provided by the second embodiment of the present application is schematically shown, and the method is applied to the vehicle 100 of the above embodiment, and the vehicle includes an electric power steering system. Specifically, the method introduces in detail the determination process of the target torque, which may include the following steps.

[0056] Step S410, obtaining detection information.

[0057] Specifically, the implementation of step S410 may refer to the relevant introduction in step S310, which will not be repeated here.

[0058] Step S420: determining the target torque based on the detection information.

[0059] It should be noted here that in the relevant technology, the torque detection value output by the torque sensor is usually directly used as the torque applied by the driver to the steering wheel (that is, the target torque) to determine whether the driver is controlling the steering wheel. During the actual driving process of the vehicle, the self-aligning torque of the road surface acting on the wheel and the power-assisted torque provided by the electric power steering system will also act on the steering wheel, so that the torque detection value output by the torque sensor is actually the result of the coupling of the self-aligning torque, the power-assisted torque and the torque applied by the driver, resulting in the above technical solution having the situation of misjudgment and missed judgment, and the overall recognition accuracy of the solution is not high.

[0060] In this embodiment, the controller will determine the road surface return torque value and the power assist torque correction value respectively through the detection information, and correct the torque detection value based on the road surface return torque value and the power assist torque correction value, thereby improving the calculation accuracy of the target torque and reducing the probability of misjudgment and missed judgment.

[0061] Therefore, this embodiment can accurately determine the target torque corresponding to the steering wheel (that is, the torque value applied by the driver to the steering wheel) through the detection information, and use the target torque as the judgment basis for the corresponding control state of the steering wheel, which can further improve the detection accuracy of the control state of the steering wheel to ensure the safety of vehicle driving. Specifically, step S420 can include steps S4210 to S4250.

[0062] Step S4210, determining the road surface return torque value based on the steering angle request value, the steering angle detection value and the assist torque expected value.

[0063] In this embodiment, the road surface self-aligning torque value represents the self-aligning torque of the road surface acting on the steering wheel of the vehicle. Specifically, the road surface self-aligning torque value refers to the torque that the steering wheel automatically generates during driving due to the friction between the steering wheel and the road surface, and the torque acts on the steering wheel of the vehicle. The process of determining the road surface self-aligning torque value is described below.

[0064] As an implementation, step S4210 may include step S4212 and step S4214.

[0065] Step S4212: when the steering angle request value is equal to 0 and the steering angle detection value is equal to 0, the maximum value between the expected assist torque value and the preset return torque value is determined as the road return torque value.

[0066] In this embodiment, at θ Req = 0 and θ Act =0, the controller can determine the road aligning torque value by the following formula.

[0067] T Road =max(T6, T EPS_Act ).

[0068] Among them, θ Req is the requested value of the rotation angle, θ Act is the angle detection value, θ Req = 0 and θ Act =0 means that the vehicle is currently traveling on a straight and flat road and there is no need for the vehicle to turn. Road is the road surface self-aligning torque value, T EPS_Actis the expected value of the assist torque, and T6 is the preset value of the self-aligning torque, which represents the minimum self-aligning torque acting on the steering wheel of the vehicle on a straight and flat road. Specifically, T6 can be a default value in the controller, which can be summarized by R&D personnel based on a large amount of experimental data, or can be set by R&D personnel according to the detection accuracy of the torque sensor. Exemplarily, T6 can be greater than or equal to 0.2Nm, for example, T6 can be 0.2Nm, 0.25Nm, 0.3Nm, and so on.

[0069] It should be noted that in this embodiment and the following embodiments, the torque value or moment value is a positive value by default, which indicates that the direction of the torque value or moment value is "left". The torque value or moment value can also be a negative value, which indicates that the direction of the torque value or moment value is "right". In addition, R&D personnel can also define the direction of the torque value or moment value in other ways, such as "negative on the left and positive on the right", which is not specifically limited in this embodiment.

[0070] Step S4214: When the turning angle request value is greater than 0 or the turning angle detection value is greater than 0, the road surface self-aligning torque value corresponding to the previous calculation cycle is determined as the road surface self-aligning torque value.

[0071] In this embodiment, at θ Req >0 or θ Act >0, it means that the vehicle is in a turning state, or the vehicle has a turning demand. The controller can determine the road return torque value through the following formula.

[0072] T Road =T last .

[0073] Among them, T last is the road surface return torque value corresponding to the previous calculation cycle. Since the actual turning angle value is usually fixed during the vehicle steering process, the controller can determine the road surface return torque value corresponding to the previous calculation cycle as the road surface return torque value corresponding to the current calculation cycle. In addition, if the current calculation cycle is the first calculation cycle, there is no previous calculation cycle. In this case, the controller determines the preset return torque value as the road surface return torque value, that is, T Road =T6.

[0074] As another implementation, the controller can directly use the expected value of the assist torque as the road aligning torque value, that is, T Road =T EPS_Act , in order to reduce the amount of calculation of the controller and save the computing resources of the controller.

[0075] This embodiment provides a method for calculating a road surface self-aligning torque value, which can provide a correction basis for a subsequent controller to determine a target torque, so as to improve the calculation accuracy of the target torque.

[0076] Step S4230: determining the assist torque correction value based on the steering angle request value and the assist torque expected value.

[0077] It should be noted here that since the expected value of the power-assist torque is the target value corresponding to the power-assist torque determined by the EPS, there may be a certain gap between the expected value of the power-assist torque and the actual power-assist torque provided by the EPS during the actual driving of the vehicle. Therefore, the controller needs to correct the expected value of the power-assist torque so that the corrected power-assist torque correction value can accurately reflect the actual power-assist torque provided by the EPS.

[0078] As an implementation, step S4230 may include steps S4232 to S4236.

[0079] Step S4232, determining the assist torque experience value based on the steering angle request value and the preset assist torque mapping relationship.

[0080] In this embodiment, the power-assist torque mapping relationship represents the correspondence between different steering angle request values ​​and different power-assist torque experience values ​​when the vehicle is traveling on a straight and flat road. The "straight and flat road" here refers to a road with a large straight road and good flatness. Specifically, the power-assist torque mapping relationship can be a power-assist torque mapping table or a power-assist torque mapping function, which can be summarized and concluded by R&D personnel based on a large amount of driving data. This embodiment does not specifically limit the power-assist torque mapping relationship.

[0081] As an implementation method, the assist torque mapping relationship may be an assist torque mapping table θ Req -T EPS_Table The assist torque mapping table may be pre-stored in the controller. When the controller determines the steering angle request value, the controller may determine the corresponding assist torque experience value by searching the preset assist torque mapping table.

[0082] Step S4234, when the expected value of the assist torque is greater than or equal to the difference between the experience value of the assist torque and the first correction value, and the expected value of the assist torque is less than or equal to the sum of the experience value of the assist torque and the second correction value, the expected value of the assist torque is determined as the assist torque correction value.

[0083] In this embodiment, at T EPS_Table -T1≤T EPS_Act ≤T EPS_Table In the case of +T2, the controller can determine the assist torque correction value by the following formula.

[0084] T EPS =T EPS_Act .

[0085] Among them, T EPS_Actis the expected value of the assist torque, T EPS_Table is the experience value of the power assist torque, T EPS T1 is a first correction value, which represents the lower limit value of the correction of the power-assisted torque corresponding to the electric power-assisted steering system, and T2 is a second correction value, which represents the upper limit value of the correction of the power-assisted torque corresponding to the electric power-assisted steering system.

[0086] Specifically, T1 and T2 can be empirical correction values ​​determined by R&D personnel after comprehensively considering factors such as road curvature, road surface conditions, and corner response speed. For example, T1 can be less than or equal to 0.5Nm, for example, T1 can be 0.3Nm, 0.4Nm, 0.5Nm, etc. T2 can be greater than 0.5Nm, for example, T2 can be 0.6Nm, 0.8Nm, 1.0Nm, etc.

[0087] Step S4236, when the expected value of the assist torque is less than the difference between the experience value of the assist torque and the first correction value, or when the expected value of the assist torque is greater than the sum of the experience value of the assist torque and the second correction value, the experience value of the assist torque is determined as the assist torque correction value.

[0088] In this embodiment, at T EPS_Act <T EPS_Table -T1 or T EPS_Act >T EPS_Table In the case of +T2, the controller can determine the assist torque correction value by the following formula.

[0089] T EPS =T EPS_Table .

[0090] Therefore, in this embodiment, the controller corrects the expected value of the assist torque by using the assist torque experience value, so that the determined assist torque correction value can accurately reflect the assist torque actually provided by the EPS.

[0091] As another implementation, the controller may directly use the expected value of the assist torque as the assist torque correction value to reduce the amount of calculation of the controller and save the computing resources of the controller.

[0092] This embodiment provides a method for calculating an assist torque correction value, which can provide a correction basis for a subsequent controller to determine a target torque, so as to improve the calculation accuracy of the target torque.

[0093] Step S4250, determining the target torque based on the torque detection value, the road aligning torque value and the assist torque correction value.

[0094] As an implementation, step S4250 may include step S4252 and step S4254.

[0095] Step S4252, filter the torque detection value to determine the torque detection correction value.

[0096] In this embodiment, the controller may pre-store a digital filter (for example, a Butterworth filter, a Chebychev filter, etc.). The controller performs low-pass filtering on the torque detection value through the digital filter, thereby eliminating high-frequency noise in the torque detection value (for example, environmental noise caused by road surface vibration), so that the determined torque detection correction value can be more accurate.

[0097] It is not difficult to understand here that when the controller filters the torque detection value, it will simultaneously read the first N torque detection values ​​corresponding to the first N calculation cycles, and form a torque detection value sequence with the first N torque detection values ​​and the torque detection value corresponding to the current calculation cycle, and then filter the torque detection value sequence to determine the torque detection correction value.

[0098] It should be noted here that there is no order of execution among step S4210, step S4230 and step S4252. For example, step S4210, step S4230 and step S4252 may be executed simultaneously by the controller, or may be executed sequentially by the controller.

[0099] Step S4254: The torque detection correction value is subtracted in turn from the road aligning torque value and the assist torque correction value, and the result obtained is determined as the target torque.

[0100] In this embodiment, the controller can determine the target torque by the following formula.

[0101] T Hand =T SAS_flt -T Road -T EPS .

[0102] Among them, T Hand is the target torque, T SAS_flt It is the torque detection correction value, which represents the comprehensive torque applied to the steering column corresponding to the steering wheel by the driver's hand support torque (that is, the target torque), EPS assist torque (that is, the assist torque correction value) and road return torque.

[0103] In this embodiment, the controller will further correct the torque detection correction value based on the road surface return torque value and the assist torque correction value, thereby improving the calculation accuracy of the target torque and reducing the probability of misjudgment or missed judgment by the controller.

[0104] As another implementation, the controller can directly determine the target torque by subtracting the road aligning torque value and the assist torque correction value from the torque detection value. In this case, the controller does not need to filter the torque detection value to reduce the calculation amount of the controller and save the calculation resources of the controller.

[0105] Step S430, determining the control state of the steering wheel based on the detection information and the target torque.

[0106] An embodiment of the present application provides a vehicle control method, which specifically introduces the process of determining the target torque and uses the target torque as the basis for judging the corresponding control state of the steering wheel, which can further improve the detection accuracy of the control state of the steering wheel to ensure the safety of vehicle driving.

[0107] See also Figure 5 , Figure 5 A vehicle control method provided in the third embodiment of the present application is schematically shown, and the method is applied to the vehicle 100 of the above embodiment, and the vehicle includes an electric power steering system. Specifically, the method details the process of determining the control state of the steering wheel, which may include the following steps.

[0108] Step S510, obtaining detection information.

[0109] In this embodiment, the detection information also includes an angular velocity detection value. The angular velocity detection value is an actual angular velocity value of the steering wheel detected by an angular velocity sensor corresponding to the steering wheel. Specifically, the implementation of step S510 can refer to the relevant introduction in step S310, which will not be repeated here.

[0110] Step S520: determining the target torque based on the detection information.

[0111] Specifically, the implementation method of step S520 can refer to the relevant introduction in step S420, which will not be repeated here.

[0112] Step S530: determining the control state of the steering wheel based on the detection information and the target torque.

[0113] In this embodiment, step S530 may include steps S5310 to S5330.

[0114] Step S5310, filtering the torque detection value to determine the torque detection correction value.

[0115] Specifically, the implementation method of step S5310 can refer to the relevant introduction in step S4252, which will not be repeated here.

[0116] Step S5320, obtaining the first duration of time during which any one of the torque detection correction value, the angular velocity detection value, and the target torque satisfies the corresponding detection condition.

[0117] In this embodiment, the detection condition is a condition that needs to be met when the steering wheel is in a gripping state.

[0118] As an implementation mode, the controller obtains the first duration when the torque detection correction value satisfies the corresponding detection condition. Specifically, the detection condition corresponding to the torque detection correction value is: the torque detection correction value is greater than the assist torque preset value, that is, T SAS_flt >T3.

[0119] Among them, T SAS_flt is the torque detection correction value, and T3 is the power torque preset value, which represents the maximum power torque that the electric power steering system can provide. Specifically, T3 can be determined by the R&D personnel according to the functional parameters corresponding to the electric power steering system. For example, T3 can be greater than or equal to 4Nm, for example, T3 can be 4Nm, 5Nm, 6Nm, etc.

[0120] It is not difficult to understand here that if the torque detection correction value is greater than the preset value of the assist torque, it means that the total torque value applied to the steering wheel exceeds the maximum torque value that EPS can assist when the ADC requests the EPS control angle. In other words, there is other torque (that is, the torque applied by the driver) acting on the steering wheel.

[0121] As another implementation, the controller obtains the first duration when the angular velocity detection value satisfies the corresponding detection condition. Specifically, the detection condition corresponding to the angular velocity detection value is: the angular velocity detection value is greater than the angular velocity preset value, that is, δ Act >δ1.

[0122] Among them, δ Act is the angular velocity detection value, and δ1 is the angular velocity preset value, which represents the maximum angular velocity to which the electric power steering system can respond. Specifically, δ1 can be determined by the R&D personnel according to the functional parameters corresponding to the electric power steering system. Exemplarily, δ1 can be greater than or equal to 80° / s, for example, δ1 can be 80° / s, 100° / s, 120° / s, and so on.

[0123] It is not difficult to understand here that if the angular velocity detection value is greater than the angular velocity preset value, it means that the actual angular velocity value corresponding to the steering wheel exceeds the maximum angular velocity that EPS can respond to when ADC requests EPS control angle, that is to say, there are other torques (that is, the torque applied by the driver) acting on the steering wheel.

[0124] As another implementation, the controller obtains the first duration when the target torque satisfies the corresponding detection condition. Specifically, the detection condition corresponding to the target torque is: the target torque is greater than the first preset value, that is, T Hand >T4.

[0125] Among them, T Hand is the target torque, and T4 is the first preset value, which represents the minimum torque value applied by the driver to the steering wheel when the electric power steering system does not provide power torque. In other words, the first preset value refers to the torque value applied by the driver to the steering wheel that can be determined when the driver only controls the steering wheel by hand. Specifically, T4 can be summarized and concluded by R&D personnel based on a large amount of test data. Exemplarily, T4 can be greater than or equal to 0.5Nm, for example, T4 can be 0.5Nm, 0.6Nm, 0.7Nm, and so on.

[0126] It is not difficult to understand here that if the target torque is greater than the first preset value, it means that the current driver is holding the steering wheel.

[0127] In this embodiment, the controller satisfies T SAS_flt >T3 or delta Act >δ1 or T Hand >T4, the first duration will be acquired. As an implementation mode, the controller satisfies T SAS_flt >T3 or delta Act >δ1 or T Hand >T4, the duration corresponding to a single calculation cycle is determined as the first duration. If in subsequent calculation cycles, T SAS_flt >T3 or delta Act >δ1 or T Hand >T4, the product of the duration corresponding to a single calculation cycle and the number of cycles is determined as the first duration. The number of cycles here refers to the number of cycles that continuously meet T SAS_flt >T3 or delta Act >δ1 or T Hand >T4 calculation cycles. For example, the duration of a single calculation cycle is 0.05s, and three consecutive calculation cycles meet T SAS_flt >T3 or delta Act >δ1 or T Hand >T4, the first duration is determined to be 0.05s*3, that is, 0.15s.

[0128] In some other possible embodiments, the controller satisfies T SAS_flt >T3 or delta Act >δ1 or T Hand>T4, the steering wheel control state can be directly determined as the holding state to reduce the calculation amount of the controller and save the computing resources of the controller.

[0129] Step S5330: When the first duration is greater than or equal to the first preset duration, determine that the control state of the steering wheel is the holding state.

[0130] In this embodiment, the controller satisfies t last_1 When ≥t1, the steering wheel control state is determined to be the holding state. last_1 is the first duration, and t1 is the first preset duration. t1 may be obtained by the R&D personnel based on a large amount of test data. For example, t1 may be greater than or equal to 0.1s, for example, t1 may be 0.1s, 0.15s, 0.2s, etc.

[0131] It should be noted that the first preset duration is greater than the duration corresponding to a single calculation cycle. Therefore, when the first duration is greater than or equal to the first preset duration, the controller determines that the steering wheel control state is the holding state, which can ensure that multiple consecutive calculation cycles meet T SAS_flt >T3 or delta Act >δ1 or T Hand >T4, to ensure T SAS_flt ,δ Act and T Hand The signal stability is improved, which improves the reliability of the control state determined by the controller.

[0132] In some possible embodiments, step S530 may further include step S5340.

[0133] Step S5340, when the torque detection correction value, the angular velocity detection value and the target torque do not meet the corresponding detection conditions, or the first duration is less than the first preset duration, if the target torque is less than the second preset value and the angle detection value is equal to the angle request value, it is determined that the steering wheel control state is a hands-free state.

[0134] As an implementation method, the controller satisfies T SAS_flt ≤T3 and δ Act ≤δ1 and T Hand ≤T4, if T Hand <T5 and θ Act =θ Req , determine that the steering wheel control state is hands-free state.

[0135] As another embodiment, the controller satisfies t last_1 <t1, if T Hand <T5 and θ Act =θReq , determine that the steering wheel control state is hands-free state.

[0136] Among them, T5 is the second preset value, which represents the minimum torque value of the steering wheel when the driver does not hold the steering wheel. In other words, the second preset value refers to the minimum steering wheel torque value caused by vehicle factors (for example, EPS power torque) when the actual steering wheel angle (that is, the angle detection value) is equal to the ADC request angle (that is, the angle request value) when the driver does not hold the steering wheel. T5 can be summarized and concluded by R&D personnel based on a large amount of test data. Exemplarily, T5 can be greater than or equal to 0.1Nm, for example, T5 can be 0.1Nm, 0.2Nm, 0.3Nm, and so on.

[0137] Therefore, when the target torque is less than the second preset value and the angle detection value is equal to the angle request value, the controller can directly determine that the steering wheel control state is a hands-off state.

[0138] In some possible embodiments, step S530 may also include step S5350 and step S5360.

[0139] Step S5350, obtaining a second duration that satisfies the requirement that the target torque is greater than or equal to a second preset value or that the angle detection value is not equal to the angle request value.

[0140] As an implementation method, the controller satisfies T Hand ≥T5, the second duration is obtained. As another embodiment, the controller satisfies θ Act ≠θ Req In the case of , obtain the second duration.

[0141] In this embodiment, the controller satisfies T Hand ≥T5 or θ Act ≠θ Req In the case of T, the duration corresponding to a single calculation cycle is determined as the second duration. If in the subsequent calculation cycle, T Hand ≥T5 or θ Act ≠θ Req , then the product of the duration corresponding to a single calculation cycle and the number of cycles is determined as the second duration. The number of cycles here refers to the number of cycles that continuously meet T Hand ≥T5 or θ Act ≠θ Req For example, the duration of a single calculation cycle is 0.05s, and five consecutive calculation cycles meet T Hand ≥T5 or θ Act ≠θ ReqIn this case, it is determined that the second duration is 0.05s*5, that is, 0.25s.

[0142] It should be noted here that step S5350 is a subsequent step executed by the controller when the torque detection correction value, the angular velocity detection value and the target torque do not meet the corresponding detection conditions, or the first duration is less than the first preset duration. It and step S5340 are two parallel branches.

[0143] Step S5360: When the second duration is less than the second preset duration, the steering wheel control state is determined as the steering wheel control state corresponding to the previous calculation cycle.

[0144] In this embodiment, the controller satisfies t last_2 When t<t2, the steering wheel control state is determined as the steering wheel control state corresponding to the previous calculation cycle. last_2 is the second duration, and t2 is the second preset duration. t2 may be obtained by the R&D personnel based on a large amount of test data. Exemplarily, t2 may be greater than or equal to 0.1s, for example, t2 may be 0.1s, 0.15s, 0.2s, etc.

[0145] It should be noted here that the second preset duration is greater than the duration corresponding to a single calculation cycle to ensure that T Hand ≥T5 The stability of the judgment condition improves the reliability of the control state determined by the controller. In addition, since the second duration is less than the second preset duration, the controller cannot ensure the stability of the signal detection, and thus cannot accurately determine the control state of the steering wheel. The control state of the steering wheel is determined as the control state of the steering wheel corresponding to the previous calculation cycle. If there is no previous calculation cycle, the control state of the steering wheel is determined as the holding state (that is, the default is not to let go).

[0146] In some possible embodiments, steps S5370 to S5374 may be included after step S5350.

[0147] Step S5370: When the second duration is greater than or equal to the second preset duration, the electric power steering system is controlled to operate at the target steering angle request value.

[0148] In this embodiment, the controller satisfies t last_2 ≥t2, it means that there are multiple consecutive calculation cycles that determine T Hand ≥T5 or θ Act ≠θ Req In this case, the controller will actively control the electric power steering system to apply the target angle request value θ Req_test, the angle direction of the target angle request value is the same as the direction of the expected value of the assist torque. Specifically, the target angle request value can be pre-stored in the controller, which can be summarized and concluded by R&D personnel based on a large amount of test data. For example, θ Req_test can be greater than or equal to 0.2°, for example, θ Req_test It can be 0.2°, 0.3°, 0.4° and so on.

[0149] The controller in this embodiment controls the electric power steering system to work at the target angle request value, thereby actively intervening in the steering wheel torque, thereby breaking the state where it is impossible to accurately determine whether the steering wheel is held. It should be noted here that the angle direction of the target angle request value is the same as the direction of the power torque expected value, which can avoid that the target angle request value will not have a significant impact on the vehicle's travel trajectory, so as to ensure the stability of the vehicle's driving. Of course, the specific value of the target angle request value cannot be too small to ensure that it can affect the torque of the steering wheel held by the driver.

[0150] Step S5372, execute steps S510 and S520 again to update the target torque.

[0151] It is not difficult to understand here that since the electric power steering system works with the target angle request value, the power torque applied by the electric power steering system on the steering wheel changes. In this case, if the driver holds the steering wheel, the torque applied by the driver on the steering wheel will also change. Therefore, the controller executes steps S510 and S520 again to update the target torque.

[0152] Step S5374: When the updated target torque is less than the second preset value, determine that the steering wheel control state is a hands-off state.

[0153] In this embodiment, the controller satisfies T Hand_new When <T5, it is determined that the steering wheel is in the hands-off state. Hand_new is the updated target torque.

[0154] It is not difficult to understand here that when the electric power steering system actively intervenes in the steering wheel angle, the updated target torque is still smaller than the second preset value, indicating that the driver is not holding the steering wheel, and the controller can determine that the steering wheel control state is out of hands.

[0155] In some possible embodiments, steps S5380 to S5382 may be included after step S5372.

[0156] Step S5380: Obtain a third duration when the updated target torque is greater than or equal to the second preset value and less than the first preset value.

[0157] In this embodiment, when the controller satisfies T5 ≤ T Hand_new < T4, it obtains the third duration. As an implementation, when the controller satisfies T5 ≤ T Hand_new < T4, it determines the duration corresponding to a single calculation cycle as the third duration. If in subsequent calculation cycles, it still satisfies T5 ≤ T Hand_new < T4, it determines the product of the duration corresponding to a single calculation cycle and the number of cycles as the third duration. The number of cycles here refers to the number of consecutive calculation cycles that satisfy T5 ≤ T Hand_new < T4. For example, when the duration corresponding to a single calculation cycle is 0.05 s, and 4 consecutive calculation cycles all satisfy T5 ≤ T Hand_new < T4, the determined third duration is 0.05 s * 4, that is, 0.2 s.

[0158] Step S5382: When the third duration is greater than or equal to the third preset duration, determine the steering state of the steering wheel as the released state.

[0159] In this embodiment, when the controller satisfies t last_3 ≥ t3, it determines the steering state of the steering wheel as the released state. Wherein, t last_3 is the third duration, and t3 is the third preset duration. t3 can be summarized by R & D personnel based on a large amount of test data. Exemplarily, t3 can be greater than or equal to 0.1 s. For example, t3 can be 0.1 s, 0.2 s, 0.3 s, etc.

[0160] It should be noted here that the third preset duration is greater than the duration corresponding to a single calculation cycle to ensure the stability of the judgment condition of T5 ≤ T Hand_new < T4, and improve the reliability of the steering state determined by the controller. Since the third duration is greater than or equal to the third preset duration, it means that in multiple calculation cycles, the controller has determined that T5 ≤ T Hand_new < T4, and the controller can then determine the steering state of the steering wheel as the released state.

[0161] In some possible embodiments, after step S5380, step S5390 may further be included.

[0162] Step S5390: When the updated target torque is greater than or equal to the first torque value, or the third duration is less than the third preset duration, determine the steering state of the steering wheel as the steering state corresponding to the previous calculation cycle.

[0163] As an implementation method, the controller satisfies T Hand_new ≥T4, the steering wheel control state is determined as the steering wheel control state corresponding to the previous calculation cycle. As another embodiment, the controller satisfies t last_3 When t<t3, the steering wheel control state is determined as the steering wheel control state corresponding to the previous calculation cycle.

[0164] It is not difficult to understand here that, since the third duration is less than the third preset duration, the controller cannot ensure the stability of the signal detection, and thus cannot accurately determine the control state of the steering wheel, and the control state of the steering wheel is determined as the control state of the steering wheel corresponding to the previous calculation cycle. If there is no previous calculation cycle, the control state of the steering wheel is determined as the holding state (that is, the default is not to let go).

[0165] An embodiment of the present application provides a vehicle control method, which specifically introduces a process for determining the control state of a steering wheel, thereby improving the detection accuracy of the control state of the steering wheel to ensure the safety of vehicle driving.

[0166] See also Figure 6 , Figure 6 A vehicle control method provided in a fourth embodiment of the present application is schematically shown, and the method is applied to the vehicle 100 of the above embodiment, and the vehicle includes an electric power steering system. Specifically, the method may include the following steps.

[0167] Step S600, obtaining detection information.

[0168] The detection information in this embodiment includes the torque detection value T corresponding to the steering wheel SAS , angle detection value θ Act , angular velocity detection value δ Act 、The angle request value θ Req and the expected value of the assist torque T EPS_Act Specifically, the implementation of step S600 may refer to the relevant introduction in step S310, which will not be described in detail here.

[0169] Step S610, determine T SAS_flt .

[0170] Step S612, determine T Road .

[0171] Step S614, determine T EPS .

[0172] Step S620, determine T Hand .

[0173] Specifically, the implementation methods of step S610, step S612, step S614 and step S620 can refer to the relevant introductions in step S4252, step S4210, step S4230 and step S4254 respectively, and will not be repeated here.

[0174] Step S630, determine whether T is satisfied SAS_flt >T3 or delta Act >δ1 or T Hand >T4, and t last_1 ≥t1. If yes, execute step S632; if no, execute step S640.

[0175] Step S632, determine that the item is not released.

[0176] Specifically, the implementation of step S630 and step S632 can refer to the relevant introduction in step S5320 and step S5330, which will not be repeated here.

[0177] Step S640, determine whether T is satisfied Hand <T5 and θ Act =θ Req If yes, execute step S642; if no, execute step S650.

[0178] Step S642, determine to release.

[0179] Specifically, the implementation of step S640 and step S642 can refer to the relevant introduction in step S5340, which will not be repeated here.

[0180] Step S650, determine whether t last_2 ≥t2. If yes, execute step S652; if no, execute step S660.

[0181] Step S652, ADC requests ESP to execute θ Req_test .

[0182] Specifically, the implementation method of step S650 and step S652 can refer to the relevant introduction in step S5370, which will not be repeated here.

[0183] Step S654, determine whether T is satisfied Hand_new <T5. If yes, execute step S642; if no, execute step S656.

[0184] Step S656, determine whether T is satisfied Hand_new <T4 and t last_3 ≥t3. If yes, execute step S642; if no, execute step S660.

[0185] Specifically, the implementation method of step S654 and step S656 can refer to the relevant introduction in step S5374, step S5380, and step S5382, which will not be repeated here.

[0186] Step S660, maintaining the hands-off state judgment of the previous cycle.

[0187] The embodiment of the present application provides a method for controlling a vehicle. Since the detection information can be obtained through existing sensors in the vehicle (for example, a torque sensor corresponding to the steering wheel, an angle sensor in the electric power steering system), the vehicle does not need to be equipped with additional sensors (for example, HOD sensors in the related art), which can avoid the misjudgment problem caused by the HOD sensor and improve the detection accuracy of the steering wheel control state. Furthermore, since there is no need to set up the HOD sensor, the hardware cost of the vehicle can also be saved. In addition, the method can determine the target torque corresponding to the steering wheel (that is, the torque value applied to the steering wheel by the driver) through the detection information, and use the target torque as the basis for judging the corresponding control state of the steering wheel, which can further improve the detection accuracy of the steering wheel control state to ensure the safety of vehicle driving.

[0188] See also Figure 7 , Figure 7 A control device 700 for a vehicle provided in an embodiment of the present application is schematically shown. The device 700 is applied to the vehicle 100 of the above embodiment, and the vehicle includes an electric power steering system. Specifically, the device 700 may include an acquisition module 710, a first determination module 720, and a second determination module 730. Among them, the acquisition module 710 is used to acquire detection information, and the detection information includes a torque detection value, an angle detection value, an angle request value, and an expected value of the power torque corresponding to the steering wheel; wherein the torque detection value is obtained by detecting the torque sensor corresponding to the steering wheel, and the expected value of the power torque is the target value of the power torque determined by the electric power steering system based on the angle request value. The first determination module 720 is used to determine the target torque based on the detection information; the target torque represents the torque value applied by the driver to the steering wheel. The second determination module 730 is used to determine the control state of the steering wheel based on the detection information and the target torque; the control state includes a holding state held by the driver and a hands-off state not held by the driver.

[0189] Among them, in some possible embodiments, the first determination module 720 is specifically used to determine the road surface righting torque value based on the steering angle request value, the steering angle detection value and the expected value of the assist torque; wherein the road surface righting torque value represents the righting torque of the road surface acting on the steering wheel of the vehicle; based on the steering angle request value and the expected value of the assist torque, determine the assist torque correction value; based on the torque detection value, the road surface righting torque value and the assist torque correction value, determine the target torque.

[0190] Among them, in some possible embodiments, the first determination module 720 is specifically used to filter the torque detection value to determine the torque detection correction value; the result obtained by subtracting the road self-aligning torque value and the power assist torque correction value from the torque detection correction value is determined as the target torque.

[0191] Among them, in some possible embodiments, the device 700 includes multiple calculation cycles, and step S310, step S320 and step S330 are executed in sequence to form a calculation cycle, and each calculation cycle determines the corresponding steering wheel control state. The first determination module 720 is specifically used to determine the maximum value between the expected value of the assist torque and the preset value of the return torque as the road surface return torque value when the angle request value is equal to 0 and the angle detection value is equal to 0; wherein the preset value of the return torque represents the minimum return torque acting on the steering wheel of the vehicle on a straight and flat road surface; when the angle request value is greater than 0 or the angle detection value is greater than 0, the road surface return torque value corresponding to the previous calculation cycle is determined as the road surface return torque value.

[0192] Among them, in some possible embodiments, the first determination module 720 is specifically used to determine the assist torque experience value based on the steering angle request value and the preset assist torque mapping relationship; wherein the assist torque mapping relationship represents the correspondence between different steering angle request values ​​and different assist torque experience values ​​when the vehicle is traveling on a straight and flat road; when the assist torque expected value is greater than or equal to the difference between the assist torque experience value and the first correction value, and the assist torque expected value is less than or equal to the sum of the assist torque experience value and the second correction value, the assist torque expected value is determined as the assist torque correction value; wherein the first correction value represents the assist torque correction lower limit value corresponding to the electric power steering system, and the second correction value represents the assist torque correction upper limit value corresponding to the electric power steering system; when the assist torque expected value is less than the difference between the assist torque experience value and the first correction value, or the assist torque expected value is greater than the sum of the assist torque experience value and the second correction value, the assist torque experience value is determined as the assist torque correction value.

[0193] Among them, in some possible embodiments, the detection information also includes an angular velocity detection value, and the second determination module 730 is specifically used to filter the torque detection value to determine the torque detection correction value; obtain the first duration for which any one of the torque detection correction value, the angular velocity detection value, and the target torque meets the corresponding detection condition; the detection condition is a condition that needs to be met when the steering wheel is in a held state; when the first duration is greater than or equal to the first preset duration, determine that the control state of the steering wheel is a held state.

[0194] Among them, in some possible embodiments, the detection condition corresponding to the torque detection correction value is: the torque detection correction value is greater than or equal to the power torque preset value, wherein the power torque preset value represents the maximum power torque that the electric power steering system can provide. The detection condition corresponding to the angular velocity detection value is: the angular velocity detection value is greater than or equal to the angular velocity preset value, wherein the angular velocity preset value represents the maximum angular velocity that the electric power steering system can respond to. The detection condition corresponding to the target torque is: the target torque is greater than or equal to the first preset value, wherein the first preset value represents the minimum torque value applied by the driver to the steering wheel when the electric power steering system does not provide the power torque.

[0195] Among them, in some possible embodiments, the second determination module 730 is specifically used to determine that the steering wheel control state is a hands-off state when the torque detection correction value, the angular velocity detection value and the target torque all fail to meet the corresponding detection conditions, or the first duration is less than the first preset duration, if the target torque is less than a second preset value and the angle detection value is equal to the angle request value; wherein the second preset value represents the minimum torque value of the steering wheel when the driver does not hold the steering wheel.

[0196] Among them, in some possible embodiments, the device 700 includes multiple calculation cycles, and step S310, step S320 and step S330 are executed in sequence to form a calculation cycle, and each calculation cycle determines the corresponding steering wheel control state. The second determination module 730 is specifically used to obtain a second duration that satisfies the target torque being greater than or equal to the second preset value or the angle detection value being not equal to the angle request value; when the second duration is less than the second preset duration, the steering wheel control state is determined as the steering wheel control state corresponding to the previous calculation cycle.

[0197] Among them, in some possible embodiments, the second determination module 730 is specifically used to control the electric power steering system to operate with a target angle request value when the second duration is greater than or equal to a second preset duration; the angle direction of the target angle request value is the same as the direction of the expected value of the power-assist torque; execute steps S310 and S320 again to update the target torque; and determine that the steering wheel control state is a hands-off state when the updated target torque is less than the second preset value.

[0198] Among them, in some possible embodiments, the second determination module 730 is specifically used to obtain a third duration that satisfies the updated target torque being greater than or equal to a second preset value and less than a first preset value; the first preset value represents the minimum torque value applied by the driver to the steering wheel when the electric power steering system does not provide assist torque; when the third duration is greater than or equal to the third preset duration, it is determined that the steering wheel control state is a hands-off state.

[0199] Among them, in some possible embodiments, the second determination module 730 is specifically used to determine the steering wheel control state as the steering wheel control state corresponding to the previous calculation cycle when the updated target torque is greater than or equal to the first torque value, or the third duration is less than the third preset duration.

[0200] Among them, in some possible embodiments, the device 700 may also include a third determination module (not shown in the figure), which is used to determine the hands-off time when the steering wheel control state is a hands-off state; based on the hands-off time, determine the alarm strategy and work based on the alarm strategy.

[0201] Those skilled in the art can clearly understand that, for the convenience and brevity of description, the specific working processes of the above-described devices and modules can refer to the corresponding processes in the aforementioned method embodiments, and will not be repeated here.

[0202] In several embodiments provided in the present application, the coupling between modules may be electrical, mechanical or other forms of coupling.

[0203] In addition, each functional module in each embodiment of the present application can be integrated into a control module, or each module can exist physically separately, or two or more modules can be integrated into one module. The above integrated modules can be implemented in the form of hardware or software functional modules.

[0204] The embodiment of the present application provides a control device for a vehicle. Since the detection information can be obtained through the existing sensors in the vehicle (for example, the torque sensor corresponding to the steering wheel, the angle sensor in the electric power steering system), the vehicle does not need to be equipped with additional sensors (for example, the HOD sensor in the related art), which can avoid the misjudgment problem caused by the HOD sensor and improve the detection accuracy of the steering wheel control state. Furthermore, since there is no need to set up the HOD sensor, the hardware cost of the vehicle can also be saved. In addition, the device can determine the target torque corresponding to the steering wheel (that is, the torque value applied to the steering wheel by the driver) through the detection information, and use the target torque as the judgment basis for the corresponding control state of the steering wheel, which can further improve the detection accuracy of the steering wheel control state to ensure the safety of vehicle driving.

[0205] See also Figure 8 , Figure 8The embodiment of the present application schematically shows that a vehicle 800 is also provided, and the vehicle 800 may include an electric power steering system 810, one or more processors 820, a memory 830, and one or more applications. Among them, the one or more applications are stored in the memory 830 and are configured to be executed by the one or more processors 820, and the one or more applications are configured to execute the method described in the above embodiment.

[0206] The processor 820 may include one or more processing cores. The processor 820 uses various interfaces and lines to connect various parts within the entire battery management system, and executes various functions and processes data of the battery management system by running or executing instructions, programs, code sets or instruction sets stored in the memory 830, and calling data stored in the memory 830. Optionally, the processor 820 can be implemented in at least one hardware form of digital signal processing (DSP), field programmable gate array (FPGA), and programmable logic array (PLA). The processor 820 can integrate one or more combinations of a central processing unit 820 (CPU), a graphics processing unit 820 (GPU), and a modem. Among them, the CPU mainly processes the operating system, user interface, and application programs; the GPU is responsible for rendering and drawing display content; and the modem is used to process wireless communications. It can be understood that the above-mentioned modem may not be integrated into the processor 820, but may be implemented separately through a communication chip.

[0207] The memory 830 may include a random access memory 830 (Random Access Memory, RAM), and may also include a read-only memory 830 (Read-Only Memory, ROM). The memory 830 may be used to store instructions, programs, codes, code sets, or instruction sets. The memory 830 may include a program storage area and a data storage area, wherein the program storage area may store instructions for implementing an operating system, instructions for implementing at least one function (e.g., a touch function, a sound playback function, an image playback function, etc.), instructions for implementing the above-mentioned various method embodiments, etc. The data storage area may also store data created by the electronic device in use (e.g., a phone book, audio and video data, chat record data), etc.

[0208] An embodiment of the present application also provides a computer-readable storage medium (not shown in the figure), which stores computer program instructions (not shown in the figure). The computer program instructions can be called by a processor to execute the method described in the above embodiment.

[0209] The computer-readable storage medium may be, for example, a flash memory, an electrically erasable programmable read-only memory (EEPROM), an electrically programmable read-only memory (EPROM), a hard disk, or a read-only memory (ROM). Optionally, the computer-readable storage medium includes a non-transitory computer-readable storage medium. The computer-readable storage medium has storage space for computer program instructions for executing any method step in the above method. These computer program instructions can be read from one or more computer program products or can be written into one or more computer program products.

[0210] The above are only preferred embodiments of the present application, and are not intended to limit the present application in any form. Although the present application has been disclosed as above with preferred embodiments, it is not intended to limit the present application. Any technical personnel in the field can make some changes or modify the technical contents disclosed above into equivalent embodiments without departing from the scope of the technical solution of the present application. However, any brief modifications, equivalent changes and modifications made to the above embodiments based on the technical essence of the present application without departing from the content of the technical solution of the present application are still within the scope of the technical solution of the present application.

Claims

1. A vehicle control method, characterized in that: The vehicle includes an electric power steering system, and the method includes: Step S310, acquiring detection information, wherein the detection information includes a torque detection value, a steering angle detection value, a steering angle request value, and an assist torque expected value corresponding to the steering wheel; wherein the torque detection value is detected by a torque sensor corresponding to the steering wheel, and the assist torque expected value is a target value of the assist torque determined by the electric power steering system based on the steering angle request value; Step S320, determining a target torque based on the detection information; the target torque represents a torque value applied by the driver to the steering wheel; Step S330, determining a control state of the steering wheel based on the detection information and the target torque; the control state includes a grip state in which the steering wheel is gripped by the driver and a hands-off state in which the steering wheel is not gripped by the driver.

2. The method according to claim 1, characterized in that: The step of determining a target torque based on the detection information comprises: Determine a road surface return torque value based on the steering angle request value, the steering angle detection value and the assist torque expected value; wherein the road surface return torque value represents the return torque of the road surface acting on the steering wheel of the vehicle; determining an assist torque correction value based on the rotation angle request value and the assist torque expected value; The target torque is determined based on the torque detection value, the road surface aligning torque value, and the assist torque correction value.

3. The method according to claim 2, characterized in that The determining the target torque based on the torque detection value, the road surface aligning torque value and the assist torque correction value includes: Performing filtering on the torque detection value to determine a torque detection correction value; The target torque is determined by subtracting the road aligning torque value and the assist torque correction value from the torque detection correction value.

4. The method according to claim 2, characterized in that: The method includes a plurality of calculation cycles, wherein the step S310, the step S320 and the step S330 are sequentially executed to form a calculation cycle, and each calculation cycle determines the corresponding steering wheel control state; the road surface return torque value is determined based on the angle request value, the angle detection value and the assist torque expected value, including: When the steering angle request value is equal to 0 and the steering angle detection value is equal to 0, the maximum value between the expected assist torque value and the preset self-aligning torque value is determined as the road surface self-aligning torque value; wherein the preset self-aligning torque value represents the minimum self-aligning torque acting on the steering wheel of the vehicle on a straight and flat road surface; When the turning angle request value is greater than 0 or the turning angle detection value is greater than 0, the road surface return torque value corresponding to the previous calculation cycle is determined as the road surface return torque value.

5. The method according to claim 2, characterized in that: The determining of the assist torque correction value based on the rotation angle request value and the assist torque expected value comprises: Based on the steering angle request value and the preset steering torque mapping relationship, determining the steering torque experience value; wherein the steering torque mapping relationship represents the correspondence between different steering angle request values ​​and different steering torque experience values ​​when the vehicle is traveling on a straight and flat road; In the case where the expected value of the power-assist torque is greater than or equal to the difference between the power-assist torque experience value and the first correction value, and the expected value of the power-assist torque is less than or equal to the sum of the power-assist torque experience value and the second correction value, the expected value of the power-assist torque is determined as the power-assist torque correction value; wherein the first correction value represents the power-assist torque correction lower limit value corresponding to the electric power steering system, and the second correction value represents the power-assist torque correction upper limit value corresponding to the electric power steering system; When the expected assist torque value is smaller than the difference between the assist torque experience value and the first correction value, or the expected assist torque value is larger than the sum of the assist torque experience value and the second correction value, the assist torque experience value is determined as the assist torque correction value.

6. The method according to claims 1 to 5, characterized in that The detection information also includes an angular velocity detection value; and determining the control state of the steering wheel based on the detection information and the target torque includes: Performing filtering on the torque detection value to determine a torque detection correction value; Obtaining a first duration of time during which any one of the torque detection correction value, the angular velocity detection value, and the target torque satisfies a corresponding detection condition; the detection condition is a condition that needs to be satisfied when the steering wheel is in a gripping state; When the first duration is greater than or equal to a first preset duration, it is determined that the control state of the steering wheel is a holding state.

7. The method according to claim 6, characterized in that The detection condition corresponding to the torque detection correction value is: the torque detection correction value is greater than the power-assist torque preset value, wherein the power-assist torque preset value represents the maximum power-assist torque that can be provided by the electric power steering system; The detection condition corresponding to the angular velocity detection value is: the angular velocity detection value is greater than a preset angular velocity value, wherein the preset angular velocity value represents the maximum angular velocity to which the electric power steering system can respond; The detection condition corresponding to the target torque is: the target torque is greater than a first preset value, wherein the first preset value represents a minimum torque value applied to the steering wheel by the driver when the electric power steering system does not provide power steering torque.

8. The method according to claim 6, characterized in that The determining the control state of the steering wheel based on the detection information and the target torque further includes: When the torque detection correction value, the angular velocity detection value and the target torque all fail to meet the corresponding detection conditions, or the first duration is less than a first preset duration, if the target torque is less than a second preset value and the angle detection value is equal to the angle request value, it is determined that the steering wheel control state is a hands-off state; wherein the second preset value represents the minimum torque value of the steering wheel when the driver does not hold the steering wheel.

9. The method according to claim 8, characterized in that The method includes a plurality of calculation cycles, wherein the step S310, the step S320 and the step S330 are sequentially executed to form one calculation cycle, and each calculation cycle determines a corresponding steering wheel control state; the method further includes: Obtaining a second duration that satisfies that the target torque is greater than or equal to the second preset value or that the rotation angle detection value is not equal to the rotation angle request value; When the second duration is less than the second preset duration, the control state of the steering wheel is determined as the control state of the steering wheel corresponding to the previous calculation cycle.

10. The method according to claim 9, characterized in that The method further comprises: When the second duration is greater than or equal to the second preset duration, the electric power steering system is controlled to operate at a target steering angle request value; the angle direction of the target steering angle request value is the same as the direction of the expected power assist torque value; Execute step S310 and step S320 again to update the target torque; When the updated target torque is less than the second preset value, it is determined that the steering wheel control state is a hands-off state.

11. The method according to claim 10, characterized in that The method further comprises: Obtaining a third duration that satisfies the updated target torque being greater than or equal to the second preset value and less than a first preset value; the first preset value represents a minimum torque value applied by the driver to the steering wheel when the electric power steering system does not provide power torque; When the third duration is greater than or equal to a third preset duration, it is determined that the control state of the steering wheel is a hands-off state.

12. The method according to claim 11, characterized in that The method further comprises: When the updated target torque is greater than or equal to the first torque value, or the third duration is less than the third preset duration, the steering wheel control state is determined as the steering wheel control state corresponding to the previous calculation cycle.

13. The method according to claims 1 to 5, characterized in that The method further comprises: When the steering wheel is in a hands-off state, determining a hands-off duration; Based on the hands-off time, an alarm strategy is determined and work is performed based on the alarm strategy.

14. A vehicle control device, characterized in that: The vehicle includes an electric power steering system, and the device includes: an acquisition module, configured to acquire detection information, wherein the detection information includes a torque detection value, a steering angle detection value, a steering angle request value, and an expected assist torque value corresponding to the steering wheel; wherein the torque detection value is obtained by detection by a torque sensor corresponding to the steering wheel, and the expected assist torque value is a target value of the assist torque determined by the electric power steering system based on the steering angle request value; A first determination module is configured to determine a target torque based on the detection information; the target torque represents a torque value applied by the driver to the steering wheel; and The second determination module is used to determine the control state of the steering wheel based on the detection information and the target torque; the control state includes a grip state in which the steering wheel is gripped by the driver and a hands-off state in which the steering wheel is not gripped by the driver.

15. A vehicle, characterized in that: include: Electric power steering system; one or more processors; Memory; as well as One or more applications, wherein one or more of the applications are stored in the memory and configured to be executed by one or more of the processors, and configured to execute the method according to any one of claims 1 to 13.

16. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores computer program instructions, and the computer program instructions can be called by a processor to execute the method according to any one of claims 1 to 13.

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