Vehicle control method, device, vehicle and storage medium

Abstract

The present application provides a vehicle control method, device, vehicle and storage medium. When the steering wheel is stuck, the target object may still turn the steering wheel, which may cause driving risks. For example, the steering wheel is stuck by the curb, and the other side of the curb is a dangerous area. The driver turns the steering wheel, causing the vehicle to enter the dangerous area. In response to the above phenomenon, the method determines the target torque that the hand-feel motor should output when the steering wheel is turned, and controls the output torque of the hand-feel motor based on the target torque, the first coefficient, the second coefficient and the third coefficient. In this way, the steering wheel can be suppressed from turning in the target direction by adjusting the output torque of the hand-feel motor in real time, thereby suppressing the steering wheel from continuing to drive in the stuck direction and suppressing the vehicle from entering the dangerous area. Therefore, the method can prevent the steering wheel from continuing to turn due to the driver's turning operation when the wheel is stuck, thereby causing unnecessary driving risks and improving driving safety.

Description

Technical Field

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

[0002] With the continuous advancement of vehicle technology and the improvement of people's living standards, the audience of vehicles is becoming more and more extensive. However, there are also more and more vehicle-related problems, including the problem that the current position of the wheel does not correspond to the rotation angle of the steering wheel during the driving process of the vehicle.

[0003] At present, for vehicles with a steer-by-wire system, when the wheels get stuck during the driving process of the vehicle, the steering wheel in the vehicle can still continue to rotate. This will cause the current position of the wheel to not correspond to the rotation angle of the steering wheel, making it impossible for the driver to perceive the current state of the wheel through the steering wheel, affecting the driver's judgment of the vehicle state and unable to respond in time. This increases the driver's driving risk and affects driving safety.

[0004] Therefore, there is an urgent need for a vehicle control method to prevent the steering wheel from continuing to rotate due to the driver's turning operation when the wheel is stuck, so as to avoid unnecessary driving risks. Summary of the invention

[0005] The present application provides a vehicle control method, device, vehicle and storage medium. The method can prevent the steering wheel from continuing to rotate due to the driver's turning operation when the wheel is stuck, thereby preventing unnecessary driving risks and improving driving safety.

[0006] In a first aspect, a vehicle control method is provided, which is applied to a vehicle with a wire-controlled steer system, the method comprising: when a steering wheel is stuck while the vehicle is in a driving state, determining a target torque of a hand-feel motor in the vehicle, the target torque being the torque that the hand-feel motor should output when suppressing the steering wheel from turning in a target direction, the target direction corresponding to the stuck direction of the steering wheel; based on a first coefficient, a second coefficient, a third coefficient and the target torque, adjusting the output torque of the hand-feel motor so that a torque error between the output torque and the target torque is less than a preset torque, so as to suppress a target object from turning the steering wheel in the target direction; wherein the first coefficient is used to affect a response speed and an adjustment strength when adjusting the torque of the hand-feel motor, the second coefficient is used to offset a cumulative error between the output torque and the target torque when adjusting the torque of the hand-feel motor, and the third coefficient is used to affect stability when adjusting the torque error between the output torque and the target torque.

[0007] In the above technical solution, when the steering wheel is stuck while the vehicle is in a driving state, the target object may still turn the steering wheel, which may cause unnecessary driving risks. For example, the steering wheel is stuck by the curb, and the other side of the curb is a dangerous area. If the driver continues to turn the steering wheel, the vehicle will enter the dangerous area. In view of the above phenomenon, the method determines the target torque that the hand-feel motor should output when the steering wheel is turned in the target direction, and controls the output torque of the hand-feel motor based on the target torque, the first coefficient, the second coefficient and the third coefficient. In this way, the output torque of the hand-feel motor can be adjusted in real time to suppress the steering wheel from turning in the target direction, thereby suppressing the steering wheel from continuing to drive in the stuck direction and suppressing the vehicle from entering the dangerous area. Therefore, the method can avoid the steering wheel from continuing to turn due to the rotation operation of the target object when the wheel is stuck, thereby causing unnecessary driving risks and improving driving safety.

[0008] In combination with the first aspect, in certain possible implementations, the steer-by-wire system includes a steering actuator, and a method for determining whether a steering wheel is stuck when the vehicle is in a driving state includes: when the vehicle is in a driving state, determining whether a rack in the steering actuator is in a target state, the target state being used to indicate that a current rack force acting on the rack is greater than a preset rack force and a moving speed of the rack is less than a preset speed; determining that the steering wheel is stuck when the rack is in the target state; or determining that the steering wheel is stuck when the rack is in the target state and the duration for which the rack is in the target state is greater than a preset duration.

[0009] In the above technical solution, when the rack is instantaneously in the target state (the rack force on the rack is large, but the moving speed of the rack is small), the method determines that the steering wheel is stuck. This can detect the steering wheel stuck in time, and by adjusting the output torque of the hand-feel motor, the hand-feel motor suppresses the target object from turning the steering wheel in the target direction. This can avoid the steering wheel continuing to rotate due to the driver's turning operation, which may cause unnecessary driving risks. When the rack is in the target state for a long time, the method determines that the steering wheel is stuck, rather than because of the temporary presence of impurities on the rack, which causes an air layer to form on the contact surface between the gear and the rack, thereby causing the moving speed of the rack to temporarily decrease. This can improve the accuracy of judging whether the steering wheel is stuck.

[0010] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, determining the target torque of the hand-feel motor in the vehicle includes: obtaining the current rack force and the target transmission ratio applied to the rack, the target transmission ratio being the ratio between the moving distance of the rack and the rotation angle of the steering wheel; and determining the product of the current rack force, the target transmission ratio and the radius of the gear as the target torque, and the gear is meshed with the rack.

[0011] In the above technical solution, the method takes into account factors such as the actual current force condition of the rack, the transmission ratio and the gear radius. The target torque of the hand-feel motor can more accurately feedback the driving status of the vehicle to the target object. Under different driving conditions, the target object can feel the appropriate steering resistance to improve driving safety and comfort. For example, when the steering wheel is stuck, the driver can accurately perceive the dynamic changes of the steering wheel through the steering wheel. In addition, by reasonably determining the target torque, it is possible to avoid the phenomenon that the target object cannot be restrained from turning the steering wheel due to too small a torque, which may cause unnecessary driving risks.

[0012] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the output torque of the hand-feel motor is adjusted based on the first coefficient, the second coefficient, the third coefficient and the target torque, including: obtaining the actual torque of the hand-feel motor when the target object turns the steering wheel at the current moment; determining the instantaneous torque difference between the actual torque at the current moment and the target torque; determining the cumulative error between the actual torque of the hand-feel motor and the target torque from the starting moment to the current moment, and the starting moment is the moment when the torque adjustment of the hand-feel motor begins; determining the time derivative of the instantaneous torque difference to obtain a torque change value; weighting the instantaneous torque difference based on the first coefficient to obtain a first torque; weighting the cumulative error based on the second coefficient to obtain a second torque; weighting the torque change value based on the third coefficient to obtain a third torque; determining the sum of the first torque, the second torque and the third torque as the adjustment torque, and adjusting the output torque of the hand-feel motor based on the adjustment torque.

[0013] In the above technical solution, by determining the instantaneous torque difference, the cumulative error and the torque change value, and performing weighted summation to obtain the adjusted torque, the output torque of the hand-feel motor can be made closer to the target torque more accurately. This helps to make the feel felt by the driver highly consistent with the expected feel when suppressing the steering wheel from turning in the target direction. Among them, by determining the cumulative error and incorporating it into the determination process of the weighted summation, the torque error can be prevented from accumulating continuously over a long period of time. If the cumulative error is not taken into account, the instantaneous output torque of the hand-feel motor will always deviate from the target torque over time, affecting the stability and driving experience of the vehicle. Furthermore, the method can provide an effective feedback adjustment mechanism through proportional, integral and differential control, and continuously adjust the output torque according to the relationship between the actual torque and the target torque, so that the process of torque adjustment of the hand-feel motor forms a closed-loop control process, thereby improving the stability and reliability of the torque adjustment process.

[0014] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the method for determining the response speed and adjustment force corresponding to the first coefficient includes: determining at least one reason for the steering wheel to get stuck; when the at least one reason includes an external reason, determining whether the external reason is that the steering wheel is traveling in a preset area, and the preset area is a road surface area that affects the passage of the vehicle; when the external reason is that the steering wheel is traveling in the preset area, determining the response speed and the adjustment force based on the area of ​​the preset area and the number of steering wheels.

[0015] In the above technical solution, when the reason for the stuck of the steering wheel is that the steering wheel is traveling in a preset road surface area (preset area) that affects the passage of the vehicle, the method can determine the response speed and adjustment force when adjusting the torque of the hand-feel motor based on the area of ​​the preset area and the number of steering wheels. This is because the number of steering wheels and the area of ​​the preset area will affect the passability of the vehicle through the preset area. When the steering wheel is stuck in the preset area, by adjusting the output torque of the hand-feel motor, it is possible to prevent the target object from turning the steering wheel so that the vehicle continues to pass through the preset area, which in turn affects the vehicle performance (reduced braking performance, limited acceleration and steering, etc.) and causes a certain degree of damage to the vehicle. In addition, by adjusting the output torque of the hand-feel motor with a fast response speed and a large adjustment force, the target object can be quickly restrained from turning the steering wheel, and the target object can be informed in a timely and indirect manner that the preset area is a road surface area that affects the passage of the vehicle.

[0016] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the response speed and the adjustment force are determined based on the area of ​​the preset area and the number of steering wheels, including: determining the passability based on the area and the number of steering wheels, the passability is used to indicate the difficulty of the vehicle passing through the preset area, and the passability is negatively correlated with the difficulty; determining the deviation amplitude of the passability relative to the preset passability based on the difference between the passability and the preset passability; determining a first product value between a preset response speed and the deviation amplitude, and determining a second product value between a preset adjustment force and the deviation amplitude, the preset response speed and the preset adjustment force corresponding to the preset passability; determining the response speed based on the preset response speed and the first product value, and determining the adjustment force based on the preset adjustment force and the second product value.

[0017] In the above technical solution, the vehicle determines the degree of passability based on the area of ​​the area and the number of steering wheels. This can determine the probability that the target object can control the vehicle to continue to travel in the preset area through the degree of passability when the steering wheel is stuck. When the degree of passability is large, the probability that the target object controls the vehicle to continue to travel in the preset area is also large. In order to suppress the target object from driving the vehicle in the preset area, the response speed and adjustment strength can be obtained through the deviation amplitude based on the preset response speed and the preset adjustment strength. In this way, when the degree of passability is large, the vehicle can adjust the torque of the hand-feeling motor in time to avoid the vehicle driving in the preset area and affecting the vehicle performance, and causing a certain degree of damage to the vehicle. When the degree of passability is small, the probability that the target object controls the vehicle to continue to travel in the preset area is also small, and the torque of the hand-feeling motor can be adjusted normally according to the response speed and adjustment strength.

[0018] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the method also includes: when the external cause is not that the steering wheel is traveling in the preset area, determining whether the steering wheel is stuck by an obstacle with a height; when the steering wheel is stuck by an obstacle with a height, determining the height and type of the obstacle; based on the height and the type, determining the response speed and adjustment force corresponding to the first coefficient.

[0019] In the above technical solution, when the steering wheel is stuck by an obstacle with a height, the method determines the response speed and adjustment force of the torque adjustment of the hand-feeling motor based on the height and type of the obstacle. In the process of determining the first coefficient, the method takes into account the height of the obstacle, which can prevent the vehicle from continuing to travel in the direction of the jam. The obstacle with a height may cause the cord of the tire sidewall to break, and may even cause the tire to burst. Furthermore, the obstacle with a height may cause the suspension and pull rod in the suspension system of the vehicle to be impacted and deformed. In other words, this can prevent the vehicle from causing damage and threatening the life safety of the vehicle occupants. In addition, the method also takes into account the type of obstacle. When the type is a dynamic type, specifically a pedestrian or a small animal, this can prevent the vehicle from continuing to travel in the direction of the jam and hitting the obstacle, threatening the life safety of people outside the vehicle.

[0020] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, based on the height and the type, the response speed and adjustment strength corresponding to the first coefficient are determined, including: when the type is a dynamic type, the target response speed is determined as the response speed, and the target adjustment strength is determined as the adjustment strength, the target response speed is the fastest response speed provided by the vehicle when the torque is adjusted for the hand-feeling motor, and the target adjustment strength is the maximum adjustment strength provided by the vehicle when the torque is adjusted for the hand-feeling motor; when the type is a static type, the response speed and the adjustment strength are determined based on the sample response speeds and sample adjustment strengths corresponding to the height and multiple sample height ranges, the sample height in each sample height range is positively correlated with the response speed, and the sample height in each sample height range is negatively correlated with the adjustment strength.

[0021] In the above technical solution, when the type is dynamic, specifically pedestrians or small animals, the fastest response speed that the vehicle can provide when adjusting the torque of the hand-feeling motor is determined as the response speed, and the maximum adjustment force provided by the vehicle when adjusting the torque of the hand-feeling motor is determined as the adjustment force. This can maximize the control of the vehicle from continuing to drive in the stuck direction, avoiding collisions with pedestrians or small animals and threatening their lives. When the type is static, the hand-feeling motor is controlled based on the response speed and adjustment force corresponding to the height, which can not only alleviate the damage to the vehicle to a certain extent, but also meet the user's special vehicle parking needs.

[0022] In a second aspect, a vehicle control device is provided, which is installed on a vehicle with a wire-controlled steer system, and the device includes: a determination module, which is used to determine the target torque of the hand-feel motor in the vehicle when the steering wheel is stuck while the vehicle is in a driving state, the target torque being the torque that the hand-feel motor should output when suppressing the steering wheel from turning in a target direction, and the target direction corresponds to the stuck direction of the steering wheel; an adjustment module, which is used to adjust the output torque of the hand-feel motor based on a first coefficient, a second coefficient, a third coefficient and the target torque, so that the torque error between the output torque and the target torque is less than a preset torque, so as to suppress the target object from turning the steering wheel in the target direction; wherein the first coefficient is used to affect the response speed and adjustment strength when the torque of the hand-feel motor is adjusted, the second coefficient is used to offset the cumulative error between the output torque and the target torque when the torque of the hand-feel motor is adjusted, and the third coefficient is used to affect the stability when the torque error between the output torque and the target torque is adjusted.

[0023] In combination with the second aspect, in some possible implementations, the wire-controlled steer system includes a steering actuator, and the determination module is specifically used to: when the vehicle is in a driving state, determine whether the rack in the steering actuator is in a target state, the target state being used to indicate that the current rack force acting on the rack is greater than a preset rack force and the moving speed of the rack is less than a preset speed; when the rack is in the target state, determine that the steering wheel is stuck; or, when the rack is in the target state and the duration of the rack being in the target state is greater than a preset duration, determine that the steering wheel is stuck.

[0024] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the device also includes: an acquisition module, used to obtain the current rack force and the target transmission ratio exerted on the rack, the target transmission ratio being the ratio between the moving distance of the rack and the rotation angle of the steering wheel; the determination module is specifically used to determine the product of the current rack force, the target transmission ratio and the radius of the gear as the target torque, and the gear is meshed with the rack.

[0025] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the acquisition module is also used to obtain the actual torque of the hand-feel motor when the target object turns the steering wheel at the current moment; the determination module is specifically used to: determine the instantaneous torque difference between the actual torque at the current moment and the target torque; determine the cumulative error between the actual torque of the hand-feel motor and the target torque from the start time to the current moment, and the start time is the moment when the torque adjustment of the hand-feel motor begins; determine the time derivative of the instantaneous torque difference to obtain the torque change value; the adjustment module is specifically used to: weight the instantaneous torque difference based on the first coefficient to obtain the first torque; weight the cumulative error based on the second coefficient to obtain the second torque; weight the torque change value based on the third coefficient to obtain the third torque; determine the sum of the first torque, the second torque and the third torque as the adjustment torque, and adjust the output torque of the hand-feel motor based on the adjustment torque.

[0026] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the determination module is specifically used to: determine at least one reason why the steering wheel is stuck; when the at least one reason includes an external reason, determine whether the external reason is that the steering wheel is traveling in a preset area, and the preset area is a road area that affects the passage of the vehicle; when the external reason is that the steering wheel is traveling in the preset area, determine the response speed and the adjustment force based on the area of ​​the preset area and the number of steering wheels.

[0027] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the determination module is specifically used to: determine the passability based on the area of ​​the area and the number of steering wheels, the passability is used to indicate the difficulty of the vehicle passing through the preset area, and the passability is negatively correlated with the difficulty; determine the deviation amplitude of the passability relative to the preset passability based on the difference between the passability and the preset passability; determine a first product value between a preset response speed and the deviation amplitude, and determine a second product value between a preset adjustment force and the deviation amplitude, the preset response speed and the preset adjustment force corresponding to the preset passability; determine the response speed based on the preset response speed and the first product value, and determine the adjustment force based on the preset adjustment force and the second product value.

[0028] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the determination module is also used to: when the external cause is not that the steering wheel is traveling in the preset area, determine whether the steering wheel is stuck by an obstacle with a height; when the steering wheel is stuck by an obstacle with a height, determine the height and type of the obstacle; based on the height and the type, determine the response speed and the adjustment force corresponding to the first coefficient.

[0029] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the determination module is specifically used to: when the type is a dynamic type, determine the target response speed as the response speed, and determine the target adjustment force as the adjustment force, the target response speed is the fastest response speed provided by the vehicle when adjusting the torque of the hand-feeling motor, and the target adjustment force is the maximum adjustment force provided by the vehicle when adjusting the torque of the hand-feeling motor; when the type is a static type, determine the response speed and the adjustment force based on the sample response speeds and sample adjustment forces corresponding to the height and multiple sample height ranges, the sample height in each sample height range is positively correlated with the response speed, and the sample height in each sample height range is negatively correlated with the adjustment force.

[0030] In a third aspect, a vehicle is provided, comprising a memory and a processor. The memory is used to store executable program code, and the processor is used to call and run the executable program code from the memory, so that the vehicle executes the method in the first aspect or any possible implementation of the first aspect.

[0031] In a fourth aspect, a computer-readable storage medium is provided, which stores an executable program code. When the executable program code runs on a computer, the computer executes the method in the above-mentioned first aspect or any possible implementation of the first aspect. BRIEF DESCRIPTION OF THE DRAWINGS

[0032] Figure 1 is a schematic diagram of a scenario of using a vehicle provided in an embodiment of the present application;

[0033] Figure 2 is a schematic flow chart of a vehicle control method provided in an embodiment of the present application;

[0034] Figure 3 is a schematic diagram of a target direction and a stuck direction provided in an embodiment of the present application;

[0035] Figure 4 is a schematic diagram describing a first coefficient, a second coefficient, and a third coefficient provided in an embodiment of the present application;

[0036] Figure 5 is a structural schematic diagram of a vehicle control device provided in an embodiment of the present application;

[0037] Figure 6 It is a structural schematic diagram of a vehicle provided in an embodiment of the present application. DETAILED DESCRIPTION

[0038] The technical solution in the present application will be described clearly and in detail below in conjunction with the accompanying drawings. In the description of the embodiments of the present application, unless otherwise specified, " / " means or, for example, A / B can mean A or B: "and / or" in the text is only a description of the association relationship of associated objects, indicating that there can be three relationships, for example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. In addition, in the description of the embodiments of the present application, "multiple" means two or more than two.

[0039] In the following, the terms "first" and "second" are used for descriptive purposes only and are not to be understood as suggesting or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features.

[0040] Figure 1 It is a schematic diagram of a scenario of using a vehicle provided in an embodiment of the present application.

[0041] For example, Figure 1The vehicle with a wire-controlled steering system shown in the figure includes a steering wheel module, a steering execution module (hereinafter referred to as a steering actuator) and a controller. Among them, the steering wheel module includes a steering wheel, a hand-feel motor and a steering column. The steering execution module includes a power-assisted motor, a gear and a rack. When the driver turns the steering wheel, the hand-feel motor provides the driver with feedback on the steering feel, and the torque sensor on the steering column transmits the driver's steering torque to the controller through the vehicle controller area network (CAN) line. The controller determines the front wheel angle based on the steering torque, and transmits the control signal corresponding to the front wheel angle to the power-assisted motor through the CAN line. The power-assisted motor rotates with an appropriate torque based on the control signal, thereby driving the gear to rotate. The gear is directly meshed with the rack, which can convert the torque of the power-assisted motor into the thrust of the rack to help the wheel steer.

[0042] At present, for the above-mentioned vehicle with a wire-controlled steering system, if the wheel gets stuck during the driving process of the vehicle, the steering wheel in the vehicle can still continue to rotate. This will cause the current position of the wheel to not correspond to the rotation angle of the steering wheel, and the position of the wheel does not move while the steering wheel can rotate. This makes it impossible for the driver to perceive the current state of the wheel through the steering wheel, affecting the driver's judgment of the vehicle state and unable to respond in time. This increases the driver's driving risk and affects driving safety.

[0043] In order to solve the above technical problems, the present application proposes a vehicle control method to prevent the steering wheel from continuing to rotate due to the driver's turning operation when the wheel is stuck, thereby causing unnecessary driving risks. The specific implementation steps can be found in Figure 2 .

[0044] Figure 2 It is a schematic flow chart of a vehicle control method provided in an embodiment of the present application.

[0045] It should be understood that the vehicle control method provided in the embodiment of the present application can be applied to Figure 1 The vehicle with the wire-controlled steering system shown in the figure comprises a steering actuator, and the steering actuator comprises a rack. Specifically, the control method of the vehicle can be applied to a target controller in the vehicle. The target controller is used to control the hand-feel motor.

[0046] For example, Figure 2 As shown, the method 200 includes:

[0047] Step 201, when the steering wheel is stuck while the vehicle is in motion, the vehicle determines the target torque of the hand-feel motor in the vehicle, the target torque is the torque that the hand-feel motor should output when suppressing the steering wheel from turning in a target direction, and the target direction corresponds to the stuck direction of the steering wheel.

[0048] It should be understood that the "steering wheel is stuck" in the above step 201 means that the steering wheel cannot move when it encounters an obstacle. In an embodiment where the vehicle is about to stop at the roadside, the driver does not operate the steering wheel correctly, causing the steering wheel to get stuck on the curb, making the steering wheel unable to move. In other embodiments, when the vehicle is driving into a muddy area, the steering wheel slips and cannot move because of the muddy area. In some embodiments, the steering wheel is the front wheel or the rear wheel of the vehicle.

[0049] It should also be understood that the "hand feel motor" in the above step 201 is located in the steering wheel module of the wire-controlled steering system, and the hand feel motor can provide steering feel feedback to the target object when the target object turns the steering wheel.

[0050] It should also be understood that the "stuck direction" in the above step 201 refers to the direction in which the steering wheel cannot move when the steering wheel is stuck and the vehicle is traveling at a certain speed. The "target direction corresponds to the stuck direction of the steering wheel" in the above step 201 means that the steering wheel cannot move when the steering wheel is turned in the target direction.

[0051] Figure 3 It is a schematic diagram of a target direction and a stuck direction provided in an embodiment of the present application.

[0052] For example, Figure 3 As shown in the figure, when the driver turns the steering wheel clockwise to park vehicle A in the side parking space on the right side of the road, the right front wheel B of vehicle A is stuck on the curb on the right side of the road. The target direction is the clockwise direction, and the stuck direction is the direction in which the right front wheel B cannot continue to move, that is, Figure 3 The a direction in .

[0053] In one possible implementation, the steer-by-wire system includes a steering actuator, and the method for determining whether the steering wheel is stuck when the vehicle is in a driving state in step 201 includes: when the vehicle is in a driving state, the vehicle determines whether the rack in the steering actuator is in a target state, and the target state is used to indicate that the current rack force applied to the rack is greater than a preset rack force and the moving speed of the rack is less than a preset speed; when the rack is in the target state, the vehicle determines that the steering wheel is stuck; or, when the rack is in the target state and the duration of the rack being in the target state is greater than a preset duration, the vehicle determines that the steering wheel is stuck.

[0054] It should be understood that the "steering actuator" in the above solution is used to perform vehicle steering, which includes the power-assisting motor, gear and rack in the above solution.

[0055] It should also be understood that when the vehicle (wheel) is turning normally, the rack force on the rack is large and the rack moving speed is also large. When the rack force on the rack is large but the rack moving speed is low, it means that the rack can hardly move and the movement process of the rack is inhibited by the stuck phenomenon of the steering wheel. In some embodiments, the preset rack force is 7000N and the preset speed is 5mm / s.

[0056] In the above technical solution, when the rack is instantaneously in the target state (the rack force on the rack is large, but the moving speed of the rack is small), the method determines that the steering wheel is stuck. This can detect the steering wheel stuck in time, and by adjusting the output torque of the hand-feel motor, the hand-feel motor suppresses the target object from turning the steering wheel in the target direction. This can avoid the steering wheel continuing to rotate due to the driver's turning operation, which may cause unnecessary driving risks. When the rack is in the target state for a long time, the method determines that the steering wheel is stuck, rather than because of the temporary presence of impurities on the rack, which causes an air layer to form on the contact surface between the gear and the rack, thereby causing the moving speed of the rack to temporarily decrease. This can improve the accuracy of judging whether the steering wheel is stuck.

[0057] In some embodiments, a method for determining the current rack force exerted on the rack includes: the vehicle determines the ratio of the steering torque applied by the target object on the steering wheel to the radius of the gear, and the gear is meshed with the rack, as the current rack force; or, the vehicle obtains the current position of the rack at the current moment, and determines the displacement of the rack based on the position at the previous moment and the current position; the vehicle determines the moving speed of the rack based on the time derivative of the displacement, and determines the moving acceleration of the rack based on the time derivative of the moving speed; the vehicle determines the product of the moving acceleration and the mass of the rack as the current rack force.

[0058] It should be understood that the "target object" in the above solution can be regarded as the driver.

[0059] In one possible implementation, the vehicle in step 201 determines the target torque of the hand-feel motor in the vehicle, including: the vehicle obtains the current rack force and the target transmission ratio of the rack, and the target transmission ratio is the ratio between the moving distance of the rack and the rotation angle of the steering wheel; the vehicle determines the product of the current rack force, the target transmission ratio and the radius of the gear as the target torque, and the gear is meshed with the rack.

[0060] It should be understood that the "target transmission ratio" in the above solution is a property parameter of the vehicle, which can be directly obtained from the configuration file of the vehicle, or obtained from the vehicle server based on the identification code of the vehicle.

[0061] In the above technical solution, the method takes into account factors such as the actual current force condition of the rack, the transmission ratio and the gear radius. The target torque of the hand-feel motor can more accurately feedback the driving status of the vehicle to the target object. Under different driving conditions, the target object can feel the appropriate steering resistance to improve driving safety and comfort. For example, when the steering wheel is stuck, the driver can accurately perceive the dynamic changes of the steering wheel through the steering wheel. In addition, by reasonably determining the target torque, it is possible to avoid the phenomenon that the target object cannot be restrained from turning the steering wheel due to too small a torque, which may cause unnecessary driving risks.

[0062] In step 202, the vehicle adjusts the output torque of the hand-feel motor based on the first coefficient, the second coefficient, the third coefficient and the target torque so that the torque error between the output torque and the target torque is less than the preset torque, so as to suppress the target object from turning the steering wheel in the target direction; wherein the first coefficient is used to affect the response speed and adjustment force when the torque of the hand-feel motor is adjusted, the second coefficient is used to offset the cumulative error between the output torque and the target torque when the torque of the hand-feel motor is adjusted, and the third coefficient is used to affect the stability when adjusting the torque error between the output torque and the target torque.

[0063] It should be understood that the "first coefficient" in the above step 202 can be regarded as a proportional gain coefficient, the "second coefficient" can be regarded as an integral gain coefficient, and the "third coefficient" can be regarded as a differential gain coefficient. The process of "the vehicle adjusts the output torque of the hand-feel motor based on the first coefficient, the second coefficient, the third coefficient and the target torque" in the above step 202 can be regarded as the vehicle adjusting the output torque of the hand-feel motor through proportional, integral and differential (PID) control based on the first coefficient, the second coefficient, the third coefficient and the target torque, and preventing the target object from continuing to turn the steering wheel by increasing the output torque of the hand-feel motor (to approach the target torque), thereby ensuring safety during driving.

[0064] It should also be understood that the "preset torque" in step 202 is very small. In some embodiments, the preset torque is 0 .

[0065] It should also be understood that the response speed corresponding to the "first coefficient" in the above step 202 refers to the speed of adjusting the torque of the hand-feeling motor when the steering wheel is stuck. It reflects the timeliness of adjusting the torque of the hand-feeling motor. The timeliness is usually reflected by the response time. Specifically, the response time is the time required for the output torque of the hand-feeling motor to be equal to the target torque for the first time. The faster the response speed, the smaller the response time, which means that the vehicle can adjust the torque of the hand-feeling motor faster. The adjustment strength corresponding to the "first coefficient" refers to the torque amount changed by the first adjustment when the torque of the hand-feeling motor is adjusted. Specifically, the adjustment strength is characterized by the torque error between the output torque and the target torque when the output torque of the hand-feeling motor reaches the peak value for the first time. Appropriate adjustment strength can effectively adjust the torque of the hand-feeling motor, while increasing the stability and reducing the oscillation during the adjustment process. The P control in the PID control can make the instantaneous output torque of the hand-feeling motor close to the target torque, but the gap is still obvious. This method introduces I control, that is, introduces the second coefficient to offset the cumulative error between the output torque and the target torque when the torque of the hand-feeling motor is adjusted. In the process of adjusting the torque error between the output torque and the target torque through P control and I control, the output torque of the hand feel motor will oscillate relative to the target torque. This method introduces D control, that is, introduces the third coefficient to alleviate the oscillation when adjusting the torque error between the output torque and the target torque and improve stability.

[0066] Figure 4 It is a schematic diagram describing the first coefficient, the second coefficient and the third coefficient provided in an embodiment of the present application.

[0067] For example, Figure 4 As shown, the response speed corresponding to the first coefficient can be represented by the time A required for the output torque of the hand-feeling motor to be equal to the target torque for the first time, and the adjustment strength corresponding to the first coefficient can be represented by the torque error between the output torque B and the target torque when the output torque of the hand-feeling motor reaches the peak value for the first time, that is, the torque amount changed by the first adjustment. The second coefficient is used to offset the cumulative error between the output torque and the target torque from time 0 to time 10 when the torque of the hand-feeling motor is adjusted. The third coefficient is used to affect the stability when adjusting the torque error between the output torque and the target torque, that is Figure 4 The output torque in the oscillates above and below the torque dotted line corresponding to the target torque.

[0068] It should be understood that Figure 4 In the figure, the adjustment time for the torque adjustment of the hand-feeling motor is 5 moments, which refers to the time required to enter the steady-state error band, that is, after C, the output torque of the hand-feeling motor will not exceed the error band.

[0069] In a possible implementation, the vehicle in step 202 adjusts the output torque of the hand-feel motor based on the first coefficient, the second coefficient, the third coefficient and the target torque, including: the vehicle obtains the actual torque of the hand-feel motor when the target object turns the steering wheel at the current moment; the vehicle determines the instantaneous torque difference between the actual torque at the current moment and the target torque; the vehicle determines the cumulative error between the actual torque of the hand-feel motor and the target torque from the start time to the current moment, and the start time is the moment when the torque adjustment of the hand-feel motor begins; the vehicle determines the time derivative of the instantaneous torque difference to obtain a torque change value; the vehicle weights the instantaneous torque difference based on the first coefficient to obtain a first torque; the vehicle weights the cumulative error based on the second coefficient to obtain a second torque; the vehicle weights the torque change value based on the third coefficient to obtain a third torque; the vehicle determines the sum of the first torque, the second torque and the third torque as the adjustment torque, and adjusts the output torque of the hand-feel motor based on the adjustment torque.

[0070] It should be understood that the "actual torque of the hand feel motor" in the above scheme can be directly obtained through the torque sensor in the steering wheel module, and the "instantaneous torque difference between the actual torque at the current moment and the target torque" in the above scheme specifically refers to the absolute value of the torque difference between the actual torque at the current moment and the target torque. The "accumulated error between the actual torque and the target torque of the hand feel motor determined by the vehicle from the start moment to the current moment" in the above scheme can be determined by integrating the instantaneous torque difference that changes with time from the start moment to the current moment. The "derivative of the instantaneous torque difference in time" in the above scheme specifically refers to the derivative of the instantaneous torque difference that changes with time in time.

[0071] It should also be understood that in the above scheme, in the process of determining the adjustment torque, the "first coefficient" is the coefficient of the instantaneous torque difference, the "second coefficient" is the coefficient of the cumulative error, and the "third coefficient" is the coefficient of the torque change value.

[0072] In the above technical solution, by determining the instantaneous torque difference, the cumulative error and the torque change value, and performing weighted summation to obtain the adjusted torque, the output torque of the hand-feel motor can be made closer to the target torque more accurately. This helps to make the feel felt by the driver highly consistent with the expected feel when suppressing the steering wheel from turning in the target direction. Among them, by determining the cumulative error and incorporating it into the determination process of the weighted summation, the torque error can be prevented from accumulating continuously over a long period of time. If the cumulative error is not taken into account, the instantaneous output torque of the hand-feel motor will always deviate from the target torque over time, affecting the stability and driving experience of the vehicle. Furthermore, the method can provide an effective feedback adjustment mechanism through PID control, and continuously adjust the output torque according to the relationship between the actual torque and the target torque, so that the process of torque adjustment of the hand-feel motor forms a closed-loop control process, thereby improving the stability and reliability of the torque adjustment process.

[0073] In some embodiments, the vehicle determines the sum of the first torque, the second torque and the third torque as the adjustment torque, including: the vehicle determines the adjustment torque based on the following formula (1);

[0074] (1)

[0075] in, For the current moment The adjustment torque, is the first coefficient, For the current moment The instantaneous torque difference between the actual torque and the target torque, that is, the instantaneous torque difference that changes with time, For the current moment The first torque, is the second coefficient, From the start time 0 to the current time The cumulative error between the actual torque of the hand-feel motor and the target torque, that is, the instantaneous torque difference that changes with time from the start time To the current time The integral of From the start time 0 to the current time The second torque, is the third coefficient, is the time derivative of the instantaneous torque difference, that is, the torque change value, that is, the time derivative of the instantaneous torque difference that changes with time, For the current moment The third torque.

[0076] The determination process of the "first coefficient" in the above scheme is described as follows.

[0077] In one possible implementation, a method for determining a response speed and an adjustment force corresponding to the first coefficient in step 202 includes: the vehicle determines at least one reason why the steering wheel is stuck; when the at least one reason includes an external reason, the vehicle determines whether the external reason is that the steering wheel is traveling in a preset area, and the preset area is an area of ​​the road surface that affects the passage of the vehicle; when the external reason is that the steering wheel is traveling in the preset area, the vehicle determines the response speed and the adjustment force based on the area of ​​the preset area and the number of steering wheels.

[0078] It should be understood that at least one reason for "steering wheel getting stuck" in the above scheme includes external reasons and vehicle's own reasons. The external reason is used to indicate that the steering wheel getting stuck is closely related to the current driving environment of the vehicle. The own reason is used to indicate that the target component or target system inside the vehicle causes the steering wheel to get stuck. In an embodiment where the vehicle is about to park at a roadside parking space, the driver operates the steering wheel to cause the right front wheel to get stuck on the curb, making the right front wheel unable to move. In this embodiment, the reason for the right front wheel getting stuck is closely related to the curb in the driving environment. Therefore, in this embodiment, the reason for the right front wheel getting stuck is an external reason. In another embodiment, after the driver controls the vehicle to be stationary by braking, the brake caliper does not return to its position, thereby causing the wheel to be unable to rotate, that is, the wheel gets stuck. In this other embodiment, the wheel gets stuck because the brake system in the vehicle fails. Therefore, in this other embodiment, the reason for the wheel getting stuck is a self-reason. In addition, the vehicle can determine at least one reason for the steering wheel getting stuck by elimination, first eliminating external reasons.

[0079] It should also be understood that the "preset area" in the above scheme includes any one of a snowy area, a muddy area, and a sandy area. The friction coefficient of the snowy area is very low. When the vehicle is traveling in the snowy area, the adhesion between the wheels and the snowy area is very small, causing the wheels to slip on the snowy area, which in turn causes the wheels to be unable to move. The muddy area has a higher humidity and a lower bearing capacity, which causes the friction coefficient of the muddy area to be greatly reduced. When the vehicle is traveling in a muddy area, the wheels lack sufficient friction, causing the wheels to spin instead of moving forward effectively. When the vehicle is traveling in a sandy area, the wheels can easily slip and sink, and when pressure is applied to the wheels, the sand will be squeezed and flow, causing the wheels to lose sufficient support and cause the wheels to get stuck.

[0080] It should also be understood that the number of steering wheels that are stuck includes at least one, and the number of steering wheels affects the probability (passability) of the vehicle passing through the preset area, and the area of ​​the preset area also affects the passability of the vehicle passing through the preset area. In the process of the vehicle passing through the preset area, the preset area will affect the performance of the vehicle and cause a certain degree of damage to the vehicle. In the sandy area, sand invades the chassis gap in the vehicle to cause wear on the internal components of the chassis (such as shock absorbers). When braking in the snowy area, the wheels may lose grip, causing the vehicle to slide or rotate, which causes excessive stress on the brake system and damages the brake system. When the passability is large, the vehicle can timely adjust the torque of the hand-feeling motor, and suppress the driver from turning the steering wheel through the hand-feeling motor to prevent the driver from continuing to turn the steering wheel, and increase the speed to control the vehicle to further travel in the preset area. When the passability is small, it is difficult for the vehicle to further travel in the preset area, and the driver cannot control the vehicle to further travel in the preset area even if the speed is increased. Therefore, the torque of the hand-feeling motor can be adjusted relatively slowly to suppress the driver from turning the steering wheel and control the vehicle to further travel in the preset area.

[0081] In the above technical solution, when the reason for the stuck of the steering wheel is that the steering wheel is traveling in a preset road surface area (preset area) that affects the passage of the vehicle, the method can determine the response speed and adjustment force when adjusting the torque of the hand-feel motor based on the area of ​​the preset area and the number of steering wheels. This is because the number of steering wheels and the area of ​​the preset area will affect the passability of the vehicle through the preset area. When the steering wheel is stuck in the preset area, by adjusting the output torque of the hand-feel motor, it is possible to prevent the target object from turning the steering wheel so that the vehicle continues to pass through the preset area, which in turn affects the performance of the vehicle (reduced braking performance, limited acceleration and steering, etc.), and causes a certain degree of damage to the vehicle. In addition, by adjusting the output torque of the hand-feel motor with a fast response speed and a large adjustment force, the target object can be quickly restrained from turning the steering wheel, and the target object can be informed in a timely and indirect manner that the preset area is a road surface area that affects the passage of the vehicle.

[0082] In one possible implementation, the vehicle determines the response speed and the adjustment force based on the area of ​​the preset area and the number of steering wheels, including: the vehicle determines the passability based on the area and the number of steering wheels, the passability is used to indicate the difficulty of the vehicle passing through the preset area, and the passability is negatively correlated with the difficulty; the vehicle determines the deviation amplitude of the passability relative to the preset passability based on the difference between the passability and a preset passability; the vehicle determines a first product value between a preset response speed and the deviation amplitude, and determines a second product value between a preset adjustment force and the deviation amplitude, the preset response speed and the preset adjustment force corresponding to the preset passability; the vehicle determines the response speed based on the preset response speed and the first product value, and determines the adjustment force based on the preset adjustment force and the second product value.

[0083] It should be understood that the "number of steering wheels" in the above solution is less than or equal to the total number of wheels in the vehicle. When the total number is 4, the number of steering wheels includes any one of 1 and 2.

[0084] It should also be understood that the “negative correlation between passability and difficulty” in the above solution means that the smaller the passability, the greater the difficulty for the vehicle to pass through the preset area.

[0085] It should also be understood that the "preset response speed and preset adjustment force correspond to the preset passability" in the above solution means that when driving on a road surface with a preset passability, if the steering wheel is stuck, the vehicle can adjust the torque of the hand-feeling motor at the preset response speed and preset adjustment force to inhibit the target object from turning the steering wheel in the target direction and inhibit the steering wheel from continuing to drive in the stuck direction. The preset passability is 50%.

[0086] In the above technical solution, the vehicle determines the degree of passability based on the area of ​​the area and the number of steering wheels. This can determine the probability that the target object can control the vehicle to continue to travel in the preset area through the degree of passability when the steering wheel is stuck. When the degree of passability is large, the probability that the target object controls the vehicle to continue to travel in the preset area is also large. In order to suppress the target object from driving the vehicle in the preset area, the response speed and adjustment strength can be obtained through the deviation amplitude based on the preset response speed and the preset adjustment strength. In this way, when the degree of passability is large, the vehicle can adjust the torque of the hand-feeling motor in time to avoid the vehicle driving in the preset area and affecting the vehicle performance, and causing a certain degree of damage to the vehicle. When the degree of passability is small, the probability that the target object controls the vehicle to continue to travel in the preset area is also small, and the torque of the hand-feeling motor can be adjusted normally according to the response speed and adjustment strength.

[0087] In some embodiments, the vehicle determines the passability based on the area of ​​the region and the number of steering wheels, including: the vehicle determines multiple numbers between the first number and the total number, each number in the multiple numbers corresponds to a passability, the multiple numbers include the first number and the total number, and the first number is the minimum measurement value of the wheel; the vehicle determines the contact area of ​​the area of ​​the region and the steering wheel; the vehicle compares the contact area with multiple sample contact areas, determines a target contact area that matches the contact area from the multiple sample contact areas, and determines the passability corresponding to the target contact area as the first passability of the vehicle when the steering wheel travels in a preset area of ​​the area of ​​the region; the vehicle compares the number of steering wheels with the multiple numbers, determines a target number that matches the number of steering wheels from the multiple numbers, and determines the passability corresponding to the target number as the second passability of the vehicle when the number of steering wheels is stuck; the vehicle determines the passability based on the first passability and the second passability.

[0088] It should be understood that the "minimum measurement value" in the above scheme is 1, and the "first number" is 1. The more the number of stuck steering wheels in the vehicle, the smaller the passability of the vehicle through the preset area. The larger the contact area between the steering wheel and the area of ​​the preset area, the smaller the passability of the vehicle through the preset area.

[0089] In some embodiments, the vehicle determines the passability based on the first passability and the second passability, including: the vehicle determines a first product value between the first passability and the second passability; the vehicle determines the difference between a first preset value and the first product value as the passability; or, the vehicle determines a first average value between the first passability and the second passability; the vehicle determines the difference between the first preset value and the first average value as the passability; or, the vehicle determines the average value between the first difference and the second difference as the passability, the first difference being the difference between the first preset value and the first product value, and the second difference being the difference between the first preset value and the first average value.

[0090] In some embodiments, the first preset value is 1.

[0091] In some embodiments, the vehicle determines the deviation amplitude of the passability relative to the preset passability based on the difference between the passability and the preset passability, including: the vehicle determines the deviation amplitude of the passability relative to the preset passability by taking the absolute value of the difference between the passability and the preset passability.

[0092] In some embodiments, the vehicle determines the response speed based on the preset response speed and the first product value, and determines the adjustment strength based on the preset adjustment strength and the second product value, including: when the traffic degree is less than the preset traffic degree, the vehicle determines the preset response speed as the response speed, and determines the preset adjustment strength as the adjustment strength; when the traffic degree is greater than or equal to the preset traffic degree, the vehicle determines the difference between the preset response speed and the first product value as the response speed, and determines the sum of the preset adjustment strength and the second product value as the adjustment strength.

[0093] In a possible implementation, the method 200 also includes: when the external cause is not that the steering wheel is traveling in the preset area, the vehicle determines whether the steering wheel is stuck by an obstacle with a height; when the steering wheel is stuck by an obstacle with a height, the vehicle determines the height and type of the obstacle; based on the height and the type, the vehicle determines the response speed and adjustment force corresponding to the first coefficient.

[0094] It should be understood that the types of "obstacles" in the above scheme include static types and dynamic types. In some embodiments, static obstacles include any one of curbs, abandoned furniture, fallen trees, warning signs, and excavation equipment. In some embodiments, dynamic obstacles include any one of small animals and pedestrians.

[0095] In the above technical solution, when the steering wheel is stuck by an obstacle with a height, the method determines the response speed and adjustment force of the torque adjustment of the hand-feeling motor based on the height and type of the obstacle. In the process of determining the first coefficient, the method takes into account the height of the obstacle, which can prevent the vehicle from continuing to travel in the direction of the jam. The obstacle with a height may cause the cord of the tire sidewall to break, and may even cause the tire to burst. Furthermore, the obstacle with a height may cause the suspension and pull rod in the suspension system of the vehicle to be impacted and deformed. In other words, this can prevent the vehicle from causing damage and threatening the life safety of the vehicle occupants. In addition, the method also takes into account the type of obstacle. When the type is a dynamic type, specifically a pedestrian or a small animal, this can prevent the vehicle from continuing to travel in the direction of the jam and hitting the obstacle, threatening the life safety of people outside the vehicle.

[0096] In one possible implementation, the vehicle determines the response speed and adjustment strength corresponding to the first coefficient based on the height and the type, including: when the type is a dynamic type, the vehicle determines the target response speed as the response speed, and determines the target adjustment strength as the adjustment strength, the target response speed is the minimum response speed provided by the vehicle when performing torque adjustment on the hand-feeling motor, and the target adjustment strength is the maximum adjustment strength provided by the vehicle when performing torque adjustment on the hand-feeling motor; when the type is a static type, the vehicle determines the response speed and the adjustment strength based on the sample response speeds and sample adjustment strengths corresponding to the height and multiple sample height ranges, the sample height in each sample height range is positively correlated with the response speed, and the sample height in each sample height range is negatively correlated with the adjustment strength.

[0097] In the above technical solution, when the type is dynamic, specifically pedestrians or small animals, the fastest response speed that the vehicle can provide when adjusting the torque of the hand-feeling motor is determined as the response speed, and the maximum adjustment force provided by the vehicle when adjusting the torque of the hand-feeling motor is determined as the adjustment force. This can maximize the control of the vehicle from continuing to travel in the direction of the jam, avoiding collisions with pedestrians or small animals and threatening their lives. When the type is static, the hand-feeling motor is controlled based on the response speed and adjustment force corresponding to the height, which can not only alleviate the damage to the vehicle to a certain extent, but also meet the user's special vehicle parking needs. For example, although the front wheel is temporarily stuck by the curb, the driver needs to park the vehicle above the curb.

[0098] In some embodiments, the vehicle determines the response speed and the adjustment force based on the sample response speeds and sample adjustment forces corresponding to the height and multiple sample height ranges, including: the vehicle compares the height with multiple sample height ranges, and determines a target height range that matches the height from the multiple sample height ranges; the vehicle determines the sample response speed corresponding to the target height range as the response speed, and determines the sample adjustment force corresponding to the target height range as the adjustment force.

[0099] It should be understood that the "positive correlation between sample height and response speed" in the above scheme means that the lower the height of the static type obstacle, the faster the response speed when adjusting the torque of the hand-feeling motor; the higher the height of the static type obstacle, the slower the response speed. The "negative correlation between sample height in the sample height range and adjustment force" in the above scheme means that the lower the height of the static type obstacle, the greater the adjustment force when adjusting the torque of the hand-feeling motor; the higher the height of the static type obstacle, the smaller the adjustment force when adjusting the torque of the hand-feeling motor.

[0100] In some embodiments, the vehicle determines the response speed and the adjustment force based on the sample response speeds and sample adjustment forces corresponding to the height and multiple sample height ranges, including: the vehicle compares the height with multiple sample height ranges, and determines a target height range that matches the height from the multiple sample height ranges; the vehicle determines the sample response speed corresponding to the target height range as a reference response speed, and determines the sample adjustment force corresponding to the target height range as a reference adjustment force; the vehicle corrects the reference response speed and the reference adjustment force based on the vehicle's acceleration performance capability to obtain the response speed and the adjustment force.

[0101] In some embodiments, the vehicle corrects the reference response speed and the reference adjustment force based on the vehicle's capability in terms of acceleration performance to obtain the response speed and the adjustment force, including: when the capability is less than a preset capability, the vehicle determines the reference response speed as the response speed, and determines the reference adjustment force as the adjustment force; when the capability is greater than or equal to the preset capability, the vehicle determines the product of the reference response speed and the capability as the response speed, and determines the product of the reference adjustment force and the capability as the adjustment force.

[0102] It should be understood that the "ability" in the above solution is used to quantify the ability of the vehicle in terms of acceleration performance, and the ability is expressed as a percentage. In some embodiments, the preset ability is 50%.

[0103] The determination process of the “second coefficient” and the “third coefficient” in the above scheme is described as follows.

[0104] In some embodiments, the second coefficient and the third coefficient can be determined by testing the hand-feeling motor for multiple torque adjustments based on the target torque after the steering wheel is stuck. The goal of this test is that after the hand-feeling motor is adjusted for the first time, the torque error between the first output torque and the target torque is small, and the torque errors between the multiple output torques and the target torque are within a stable error range and the error is small. In some embodiments, the second coefficient is 0.1 and the third coefficient is 0.05.

[0105] Figure 5 It is a structural schematic diagram of a vehicle control device provided in an embodiment of the present application.

[0106] Exemplarily, the device is installed on a vehicle with a steer-by-wire system, such as Figure 5 As shown, the device 500 includes:

[0107] A determination module 501 is used to determine a target torque of a hand-feel motor in the vehicle when a steering wheel is stuck while the vehicle is in a driving state, wherein the target torque is a torque that the hand-feel motor should output when the steering wheel is inhibited from rotating in a target direction, and the target direction corresponds to a stuck direction of the steering wheel;

[0108] An adjustment module 502, configured to adjust the output torque of the hand-feel motor based on the first coefficient, the second coefficient, the third coefficient and the target torque, so that a torque error between the output torque and the target torque is less than a preset torque, so as to inhibit the target object from turning the steering wheel in the target direction;

[0109] Among them, the first coefficient is used to affect the response speed and adjustment strength when the torque of the hand-feeling motor is adjusted, the second coefficient is used to offset the cumulative error between the output torque and the target torque when the torque of the hand-feeling motor is adjusted, and the third coefficient is used to affect the stability when adjusting the torque error between the output torque and the target torque.

[0110] Optionally, the steer-by-wire system includes a steering actuator, and the determination module 501 is specifically used to: when the vehicle is in a driving state, determine whether the rack in the steering actuator is in a target state, the target state being used to indicate that the current rack force acting on the rack is greater than a preset rack force and the moving speed of the rack is less than a preset speed; when the rack is in the target state, determine that the steering wheel is stuck; or, when the rack is in the target state and the duration of the rack being in the target state is greater than a preset duration, determine that the steering wheel is stuck.

[0111] Optionally, the device 500 also includes: an acquisition module, used to obtain the current rack force and target transmission ratio of the rack, the target transmission ratio being the ratio between the moving distance of the rack and the rotation angle of the steering wheel; the determination module 501 is specifically used to determine the product of the current rack force, the target transmission ratio and the radius of the gear as the target torque, and the gear is meshed with the rack.

[0112] Optionally, the acquisition module is also used to obtain the actual torque of the hand-feel motor when the target object turns the steering wheel at the current moment; the determination module 501 is specifically used to: determine the instantaneous torque difference between the actual torque at the current moment and the target torque; determine the cumulative error between the actual torque of the hand-feel motor and the target torque from the start time to the current moment, and the start time is the moment when the torque adjustment of the hand-feel motor begins; determine the time derivative of the instantaneous torque difference to obtain the torque change value; the adjustment module 502 is specifically used to: weight the instantaneous torque difference based on the first coefficient to obtain the first torque; weight the cumulative error based on the second coefficient to obtain the second torque; weight the torque change value based on the third coefficient to obtain the third torque; determine the sum of the first torque, the second torque and the third torque as the adjustment torque, and adjust the output torque of the hand-feel motor based on the adjustment torque.

[0113] Optionally, the determination module 501 is further specifically used to: determine at least one reason why the steering wheel is stuck; when the at least one reason includes an external reason, determine whether the external reason is that the steering wheel is traveling in a preset area, and the preset area is a road area that affects the passage of the vehicle; when the external reason is that the steering wheel is traveling in the preset area, determine the response speed and the adjustment force based on the area of ​​the preset area and the number of steering wheels.

[0114] Optionally, the determination module 501 is further specifically used to: determine the passability based on the area of ​​the area and the number of steering wheels, the passability is used to indicate the difficulty of the vehicle passing through the preset area, and the passability is negatively correlated with the difficulty; determine the deviation amplitude of the passability relative to the preset passability based on the difference between the passability and the preset passability; determine a first product value between a preset response speed and the deviation amplitude, and determine a second product value between a preset adjustment force and the deviation amplitude, the preset response speed and the preset adjustment force corresponding to the preset passability; determine the response speed based on the preset response speed and the first product value, and determine the adjustment force based on the preset adjustment force and the second product value.

[0115] Optionally, the determination module 501 is further used to: determine whether the steering wheel is stuck by an obstacle with a height when the external cause is not that the steering wheel is traveling in the preset area; determine the height and type of the obstacle when the steering wheel is stuck by an obstacle with a height; and determine the response speed and the adjustment force corresponding to the first coefficient based on the height and the type.

[0116] Optionally, the determination module 501 is further specifically used for: when the type is a dynamic type, determining the target response speed as the response speed, and determining the target adjustment force as the adjustment force, the target response speed being the fastest response speed provided by the vehicle when adjusting the torque of the hand-feeling motor, and the target adjustment force being the maximum adjustment force provided by the vehicle when adjusting the torque of the hand-feeling motor; when the type is a static type, determining the response speed and the adjustment force based on the sample response speeds and sample adjustment forces corresponding to the height and multiple sample height ranges, the sample height in each sample height range is positively correlated with the response speed, and the sample height in each sample height range is negatively correlated with the adjustment force.

[0117] Figure 6 It is a structural schematic diagram of a vehicle provided in an embodiment of the present application.

[0118] For example, Figure 6 As shown, the vehicle 600 includes: a memory 601 and a processor 602, wherein the memory 601 stores an executable program code 603, and the processor 602 is used to call and execute the executable program code 603 to perform a vehicle control method.

[0119] In addition, an embodiment of the present application also protects a device, which may include a memory and a processor, wherein the memory stores an executable program code, and the processor is used to call and execute the executable program code to execute a vehicle control method provided by an embodiment of the present application.

[0120] In this embodiment, the functional modules of the device can be divided according to the above method example. For example, each functional module can be corresponded, or two or more functions can be integrated into one processing module. The above integrated module can be implemented in the form of hardware. It should be noted that the division of modules in this embodiment is schematic and is only a logical function division. There may be other division methods in actual implementation.

[0121] In the case of dividing each functional module according to each function, the device may further include a determination module, an adjustment module, an acquisition module, etc. It should be noted that all relevant contents involved in the above method embodiment can be referred to the functional description of the corresponding functional module, which will not be repeated here.

[0122] It should be understood that the device provided in this embodiment is used to execute the above-mentioned vehicle control method, and thus can achieve the same effect as the above-mentioned implementation method.

[0123] In the case of an integrated unit, the device may include a processing module and a storage module. When the device is applied to a vehicle, the processing module may be used to control and manage the actions of the vehicle. The storage module may be used to support the vehicle in executing related executable program codes, etc.

[0124] The processing module may be a processor or a controller, which may implement or execute various exemplary logic blocks, modules and circuits shown in combination with the contents disclosed in this application. The processor may also be a combination that implements computing functions, such as a combination of one or more microprocessors, a combination of digital signal processing (DSP) and a microprocessor, etc. The storage module may be a memory.

[0125] In addition, the device provided in the embodiments of the present application may specifically be a chip, a component or a module, and the chip may include a connected processor and a memory; wherein the memory is used to store instructions, and when the processor calls and executes the instructions, the chip can execute a vehicle control method provided in the above embodiments.

[0126] This embodiment also provides a computer-readable storage medium, in which executable program code is stored. When the executable program code is run on a computer, the computer executes the above-mentioned related method steps to implement a vehicle control method provided by the above embodiment.

[0127] This embodiment also provides a computer program product. When the computer program product is run on a computer, the computer is caused to execute the above-mentioned related steps to implement a vehicle control method provided by the above-mentioned embodiment.

[0128] Among them, the device, computer-readable storage medium, computer program product or chip provided in this embodiment is used to execute the corresponding method provided above. Therefore, the beneficial effects that can be achieved can refer to the beneficial effects in the corresponding method provided above, and will not be repeated here.

[0129] Through the description of the above implementation methods, technical personnel in the relevant field can understand that for the convenience and simplicity of description, only the division of the above-mentioned functional modules is used as an example. In actual applications, the above-mentioned functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0130] In the embodiments provided in the present application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are only schematic, for example, the division of modules or units is only a logical function division, and there may be other division methods in actual implementation, such as multiple units or components can be combined or integrated into another device, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0131] The above contents are only specific implementation methods of the present application, but the protection scope of the present application is not limited thereto. Any technician familiar with the technical field can easily think of changes or substitutions within the technical scope disclosed in the present application, which should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

Claims

1. A vehicle control method, characterized in that: The method is applied to a vehicle having a steer-by-wire system, and the method comprises: In the case where the steering wheel of the vehicle is stuck while the vehicle is in a driving state, determining a target torque of a hand-feel motor in the vehicle, wherein the target torque is a torque that the hand-feel motor should output when the steering wheel is inhibited from rotating in a target direction, and the steering wheel is still stuck when the steering wheel continues to rotate in the target direction; Based on the first coefficient, the second coefficient, the third coefficient and the target torque, adjusting the output torque of the hand-feel motor so that the torque error between the output torque and the target torque is less than a preset torque, so as to inhibit the target object from turning the steering wheel in the target direction; Among them, the first coefficient is used to affect the response speed and adjustment strength when the torque of the hand-feeling motor is adjusted, the second coefficient is used to offset the cumulative error between the output torque and the target torque when the torque of the hand-feeling motor is adjusted, and the third coefficient is used to affect the stability when the torque error between the output torque and the target torque is adjusted.

2. The method according to claim 1, characterized in that The steer-by-wire system includes a steering actuator, and a method for determining whether a steering wheel is stuck when the vehicle is in a driving state includes: When the vehicle is in a driving state, determining whether the rack in the steering actuator is in a target state, the target state is used to indicate that a current rack force on the rack is greater than a preset rack force and a moving speed of the rack is less than a preset speed; When the rack is in the target state, determining that the steering wheel is stuck; or, When the rack is in the target state and the duration of the rack being in the target state is greater than a preset duration, it is determined that the steering wheel is stuck.

3. The method according to claim 2, characterized in that The determining of the target torque of the hand-feel motor in the vehicle includes: Acquire a current rack force and a target transmission ratio applied to the rack, wherein the target transmission ratio is a ratio between a moving distance of the rack and a rotation angle of the steering wheel; The target torque is determined by multiplying the current rack force, the target transmission ratio and the radius of the gear that is meshed with the rack.

4. The method according to any one of claims 1 to 3, characterized in that The step of adjusting the output torque of the hand-feel motor based on the first coefficient, the second coefficient, the third coefficient and the target torque includes: Acquire the actual torque of the hand-feeling motor when the target object turns the steering wheel at the current moment; determining an instantaneous torque difference between the actual torque at a current moment and the target torque; Determine the cumulative error between the actual torque of the hand-feeling motor and the target torque from the starting time to the current time, wherein the starting time is the time when the torque of the hand-feeling motor starts to be adjusted; Determining the time derivative of the instantaneous torque difference to obtain a torque change value; The instantaneous torque difference is weighted based on the first coefficient to obtain the first torque; the accumulated error is weighted based on the second coefficient to obtain the second torque; the torque change value is weighted based on the third coefficient to obtain the third torque; the sum of the first torque, the second torque and the third torque is determined as the adjustment torque, and based on the adjustment torque, the output torque of the hand feel motor is adjusted.

5. The method according to claim 1, characterized in that: The method for determining the response speed and adjustment strength corresponding to the first coefficient includes: determining at least one reason why the steering wheel is stuck; In the case where the at least one reason includes an external reason, determining whether the external reason is that the steering wheel is traveling in a preset area, the preset area being a road area that affects the passage of the vehicle; When the external cause is that the steering wheel travels in the preset area, the response speed and the adjustment force are determined based on the area of ​​the preset area and the number of steering wheels.

6. The method according to claim 5, characterized in that The determining the response speed and the adjustment force based on the area of ​​the preset area and the number of steering wheels includes: Determine a passability based on the area of ​​the region and the number of steering wheels, wherein the passability is used to indicate a degree of difficulty for the vehicle to pass through the preset region, and the passability is negatively correlated with the degree of difficulty; Based on the difference between the passability and a preset passability, determining a deviation amplitude of the passability relative to the preset passability; Determining a first product value between a preset response speed and the deviation amplitude, and determining a second product value between a preset adjustment force and the deviation amplitude, wherein the preset response speed and the preset adjustment force correspond to the preset passability; The response speed is determined based on the preset response speed and the first product value, and the adjustment strength is determined based on the preset adjustment strength and the second product value.

7. The method according to claim 5, characterized in that The method further comprises: In the case where the external cause is not that the steering wheel is traveling in the preset area, determining whether the steering wheel is stuck by an obstacle with a height; In the case where the steering wheel is stuck by an obstacle having a height, determining the height and type of the obstacle; Based on the height and the type, a response speed and an adjustment strength corresponding to the first coefficient are determined.

8. The method according to claim 7, characterized in that The determining, based on the height and the type, a response speed and an adjustment strength corresponding to the first coefficient includes: In the case where the type is a dynamic type, a target response speed is determined as the response speed, and a target adjustment strength is determined as the adjustment strength, wherein the target response speed is the fastest response speed provided by the vehicle when adjusting the torque of the hand-feeling motor, and the target adjustment strength is the maximum adjustment strength provided by the vehicle when adjusting the torque of the hand-feeling motor; When the type is a static type, the response speed and the adjustment strength are determined based on the sample response speeds and sample adjustment strengths corresponding to the height and multiple sample height ranges, the sample height in each sample height range is positively correlated with the response speed, and the sample height in each sample height range is negatively correlated with the adjustment strength.

9. A vehicle control device, characterized in that: The device is installed on a vehicle with a wire-controlled steering system, and comprises: a determination module, for determining a target torque of a hand-feel motor in the vehicle when a steering wheel is stuck while the vehicle is in a driving state, wherein the target torque is a torque that the hand-feel motor should output when the steering wheel is inhibited from rotating in a target direction, and the steering wheel is still stuck when the steering wheel continues to rotate in the target direction; an adjustment module, configured to adjust the output torque of the hand-feel motor based on the first coefficient, the second coefficient, the third coefficient and the target torque, so that a torque error between the output torque and the target torque is less than a preset torque, so as to inhibit the target object from turning the steering wheel in the target direction; Among them, the first coefficient is used to affect the response speed and adjustment strength when the torque of the hand-feeling motor is adjusted, the second coefficient is used to offset the cumulative error between the output torque and the target torque when the torque of the hand-feeling motor is adjusted, and the third coefficient is used to affect the stability when the torque error between the output torque and the target torque is adjusted.

10. A vehicle, characterized in that: The vehicle comprises: A memory for storing executable program codes; A processor, configured to call and run the executable program code from the memory, so that the vehicle executes the method according to any one of claims 1 to 8.

11. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores executable program codes, and when the executable program codes are executed, the method according to any one of claims 1 to 8 is implemented.

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