Vehicle control method and device and vehicle

Abstract

The embodiment of the invention provides a vehicle control method and device and a vehicle, and the method comprises the steps: obtaining vehicle driving parameters of the vehicle under the condition that a vehicle driving mode is a target driving mode, and the target driving mode comprises a mode in which a user manually controls the vehicle to drive; under the condition that the vehicle driving parameters meet the preset rack force determination condition, rack force information of the target rack is obtained, and the rack force information comprises the actual rack force of the target rack at the first moment; filtering the rack force information of the target rack to obtain a first simulated rack force of the target rack at the first moment, the first simulated rack force being less than or equal to the actual rack force; and based on the first simulated rack force, steering equipment is controlled to rotate, so that the vehicle keeps straight driving. According to the embodiment of the invention, the hand input of a driver is reduced.

Description

Technical Field

[0001] The present application belongs to the technical field of vehicle steering control, and in particular, relates to a vehicle control method, device and vehicle. Background Art

[0002] In real life, when a vehicle is driving on a straight road with a lateral slope and unilateral wind, or when the vehicle has inaccurate wheel alignment parameters, uneven tire pressure on the left and right sides, asymmetric suspension, mid-position calibration deviation, etc., the vehicle's wheels will be subjected to a lateral force, which will cause the vehicle to deviate from the direction corresponding to the vehicle axis, that is, the vehicle will deviate from the original driving direction of the vehicle. Based on this, how to prevent the vehicle from deviating from the original driving direction of the vehicle is a technical problem that needs to be solved urgently.

[0003] In order to solve the above problem, in real life, the driver manually controls the steering wheel all the time to prevent the vehicle from deviating from the original driving direction during driving. Since the driver needs to have a certain amount of manual force input to control the steering wheel during this process, it is easy for the driver to become fatigued. Summary of the invention

[0004] The purpose of the embodiments of the present application is to provide a vehicle control method, device and vehicle, which reduce the driver's manual input.

[0005] In a first aspect, an embodiment of the present application provides a vehicle control method, the method comprising:

[0006] When the vehicle driving mode is a target driving mode, obtaining a vehicle driving parameter of the vehicle, the target driving mode including a mode in which a user manually controls the vehicle driving;

[0007] When the vehicle driving parameters meet the preset rack force determination conditions, rack force information of the target rack is obtained, where the rack force information includes an actual rack force of the target rack at the first moment;

[0008] Filtering the rack force information of the target rack to obtain a first simulated rack force of the target rack at a first moment, wherein the first simulated rack force is less than or equal to the actual rack force;

[0009] Based on the first simulated rack force, the steering device is controlled to rotate so that the vehicle keeps traveling in a straight line.

[0010] In an optional implementation of the first aspect, the rack force information further includes a second simulated rack force of the target rack at a second moment, the second moment being earlier than the first moment;

[0011] Filtering the rack force information of the target rack to obtain a first simulated rack force of the target rack at a first moment includes:

[0012] Determine a first target value as a product of a difference between an actual rack force and a second simulated rack force and a first preset filter coefficient;

[0013] The sum of the second simulated rack force and the first target value is determined as the first simulated rack force of the target rack at the first moment.

[0014] In an optional implementation of the first aspect, the vehicle driving parameter includes a vehicle driving state; when the vehicle driving parameter satisfies a preset rack force determination condition, before acquiring rack force information of the target rack, the method further includes:

[0015] When the vehicle driving state is normal, it is determined that the vehicle driving parameters meet the preset rack force determination conditions.

[0016] In an optional implementation of the first aspect, the vehicle driving parameters include a steering wheel steering angle, a steering wheel steering angular velocity, and a steering wheel rotation torque;

[0017] Determining that the vehicle driving parameters meet the preset rack force determination conditions includes:

[0018] When the steering wheel steering angle is less than a preset angle threshold, the steering wheel steering angular velocity is less than a preset angular velocity threshold, and the steering wheel rotation torque is within a preset torque range, it is determined that the vehicle driving parameters meet the preset rack force determination conditions.

[0019] In an optional implementation of the first aspect, the vehicle driving parameters include vehicle driving speed, vehicle longitudinal speed and vehicle yaw rate;

[0020] Determining that the vehicle driving parameters meet the preset rack force determination conditions includes:

[0021] When the vehicle driving speed is within a preset speed range, the vehicle longitudinal speed is less than a preset longitudinal speed threshold, and the vehicle yaw angular velocity is less than a preset yaw angular velocity threshold, it is determined that the vehicle driving parameters meet the preset rack force determination conditions.

[0022] In an optional implementation of the first aspect, controlling the steering device to rotate based on the first simulated rack force includes:

[0023] Based on the first simulated rack force, the steering device is controlled to rotate according to a preset rack force change rate.

[0024] In an optional implementation of the first aspect, controlling the steering device to rotate based on the first simulated rack force includes:

[0025] Determining whether the first simulated rack force is greater than a preset rack force threshold;

[0026] When the first simulated rack force is greater than a preset rack force threshold, the steering device is controlled to rotate based on a target rack force corresponding to the preset rack force threshold, and the target rack force is less than the first simulated rack force;

[0027] In a case where the first simulated rack force is less than or equal to a preset rack force threshold, the steering device is controlled to rotate based on the first simulated rack force.

[0028] In an optional implementation of the first aspect, after determining that the sum of the second simulated rack force and the first target value is the first simulated rack force of the target rack at the first moment, the method further includes:

[0029] Acquire a first low-frequency value of the target rack force at a second moment, where the first low-frequency value is determined based on the second simulated rack force;

[0030] Determine a product of a difference between the first simulated rack force and the first low-frequency value and a second preset filter coefficient as a second target value;

[0031] Determine the sum of the first low-frequency value and the second target value as the second low-frequency value of the target rack force at the first moment;

[0032] Determine a difference between the first simulated rack force and the second low-frequency value as a first high-frequency value of the target rack force at the first moment;

[0033] The second low frequency value is saved in the memory, and the first high frequency value is reset.

[0034] In a second aspect, an embodiment of the present application provides a vehicle control device, the device comprising:

[0035] an acquisition module, used for acquiring a vehicle driving parameter of the vehicle when the vehicle driving mode is a target driving mode, wherein the target driving mode includes a mode in which the user manually controls the vehicle driving;

[0036] The acquisition module is further used to acquire rack force information of the target rack when the vehicle driving parameters meet the preset rack force determination conditions, the rack force information including the actual rack force of the target rack at the first moment;

[0037] A filtering module, used for filtering the rack force information of the target rack to obtain a first simulated rack force of the target rack at a first moment, wherein the first simulated rack force is less than or equal to the actual rack force;

[0038] The control module is used to control the steering device to rotate based on the first simulated rack force so that the vehicle keeps moving in a straight line.

[0039] In a third aspect, an electronic device is provided, comprising a memory for storing computer program instructions; and a processor for reading and running the computer program instructions stored in the memory to execute the vehicle control method provided in any optional embodiment of the first aspect.

[0040] In a fourth aspect, a computer storage medium is provided, on which computer program instructions are stored, and when the computer program instructions are executed by a processor, the vehicle control method provided by any optional implementation in the first aspect is implemented.

[0041] In a fifth aspect, a vehicle is provided, comprising at least one of the above-mentioned vehicle control device, electronic device and computer storage medium.

[0042] In an embodiment of the present application, it is possible to obtain vehicle driving parameters of the vehicle when the vehicle driving mode is a target driving mode, and to obtain rack force information of the target rack when the vehicle driving parameters satisfy a preset rack force determination condition. The rack force information may include the actual rack force of the target rack at the first moment, and then the rack force information of the target rack may be filtered to obtain a first simulated rack force of the target rack at the first moment. Since the first simulated rack force is less than or equal to the above-mentioned actual rack force, and the above-mentioned target driving mode may include a mode in which the user manually controls the vehicle driving, based on this, when the steering device is controlled to rotate based on the above-mentioned first simulated rack force, it can replace part or all of the driver's hand force input to a certain extent, so that the vehicle keeps driving in a straight line, thereby reducing the driver's hand force input. BRIEF DESCRIPTION OF THE DRAWINGS

[0043] In order to more clearly illustrate the technical solution of the embodiments of the present application, the following is a brief introduction to the drawings required for use in the embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0044] Figure 1 It is a flow chart of a vehicle control method provided in an embodiment of the present application;

[0045] Figure 2 This is one of the application schematic diagrams of a vehicle control method provided in an embodiment of the present application;

[0046] Figure 3 This is the second application schematic diagram of a vehicle control method provided in an embodiment of the present application;

[0047] Figure 4 is a structural schematic diagram of a vehicle control device provided in an embodiment of the present application;

[0048] Figure 5It is a structural schematic diagram of an electronic device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0049] In order to more clearly understand the above-mentioned objectives, features and advantages of the present disclosure, the scheme of the present disclosure will be further described below. It should be noted that the embodiments of the present disclosure and the features in the embodiments can be combined with each other without conflict.

[0050] In the following description, many specific details are set forth to facilitate a full understanding of the present disclosure, but the present disclosure may also be implemented in other ways different from those described herein; it is obvious that the embodiments in the specification are only part of the embodiments of the present disclosure, rather than all of the embodiments.

[0051] In order to avoid the situation in the prior art that the driver needs to continuously input manual force to control the steering wheel, the embodiments of the present application provide a vehicle control method, device and vehicle, which can obtain the vehicle driving parameters of the vehicle when the vehicle driving mode is a target driving mode, and obtain the rack force information of the target rack when the vehicle driving parameters meet the preset rack force determination conditions. The rack force information may include the actual rack force of the target rack at the first moment, and then the rack force information of the target rack may be filtered to obtain the first simulated rack force of the target rack at the first moment. Since the first simulated rack force is less than or equal to the above-mentioned actual rack force, and the above-mentioned target driving mode may include a mode in which the user manually controls the driving of the vehicle, based on this, when the steering device is controlled to rotate based on the above-mentioned first simulated rack force, it can replace part or all of the driver's hand force input to a certain extent, so that the vehicle keeps driving in a straight line, thereby reducing the driver's hand force input.

[0052] The vehicle control method provided in the embodiment of the present application is described in detail below through specific embodiments in conjunction with the accompanying drawings.

[0053] Figure 1 It is a flow chart of a vehicle control method provided in an embodiment of the present application.

[0054] like Figure 1 As shown, the execution subject of the vehicle control method may be a wire-controlled steering system, and the method may include the following steps:

[0055] S110, when the vehicle driving mode is the target driving mode, obtaining vehicle driving parameters of the vehicle.

[0056] The target driving mode may include a mode in which the user manually controls the vehicle's driving, that is, the target driving mode does not include driving modes with advanced functions such as automatic driving assistance functions, anti-lock braking control, traction control, and vehicle dynamic control systems. In addition, the vehicle driving parameters involved may be related parameters generated during the vehicle's driving process, which are not limited here.

[0057] Specifically, during vehicle driving, the steer-by-wire system can first obtain the vehicle driving mode of the vehicle and determine whether the vehicle driving mode is the target driving mode. If the acquired vehicle driving mode is the target driving mode, that is, the mode that requires the user to manually control the vehicle driving, the steer-by-wire system can obtain the vehicle driving parameters from the various sensors included in the vehicle.

[0058] S120, when the vehicle driving parameters meet the preset rack force determination conditions, obtaining rack force information of the target rack.

[0059] In some embodiments, the rack force information involved may include the actual rack force of the target rack at the first moment. The actual rack force may be the actual force acting on the target rack. It should be noted that the target rack involved may be one rack or multiple racks, and the number of racks is not limited. In addition, the preset rack force determination conditions involved may be pre-set conditions based on actual experience or circumstances, and are not limited here.

[0060] Specifically, after obtaining the vehicle driving parameters, the steer-by-wire system can first determine whether the vehicle driving parameters meet the preset rack force determination conditions. If the obtained vehicle driving parameters meet the preset rack force determination conditions, the steer-by-wire system can obtain the rack force information of the target rack.

[0061] S130, filtering the rack force information of the target rack to obtain a first simulated rack force of the target rack at a first moment.

[0062] Specifically, after obtaining the rack force information of the target rack, the steer-by-wire system may filter the obtained rack force information of the target rack to obtain a first simulated rack force of the target rack at a first moment. In some embodiments, the first simulated rack force involved above is less than or equal to the actual rack force.

[0063] S140: Based on the first simulated rack force, control the steering device to rotate so that the vehicle keeps traveling in a straight line.

[0064] Specifically, after obtaining the first simulated rack force of the target rack force at the first moment, the steer-by-wire system can feed back the first simulated rack force to a steering device, which can include a steering wheel of a vehicle, without further limitation. In this way, the steer-by-wire system can control the steering device to rotate based on the first simulated rack force so that the vehicle keeps traveling in a straight line.

[0065] In one example, if Figure 2 As shown, mark 21 is the front wheel actuator of the vehicle, mark 22 is the hand force simulator of the vehicle, mark 23 is the electronic control unit (ECU), and mark 24 is the steering wheel. Among them, the hand force simulator 22 is composed of ECU23 and steering wheel 24. Based on the structure of the wire-controlled steering system, the wire-controlled steering system can obtain the first simulated rack force of the target rack at the first moment through ECU23, and then the first simulated rack force can be fed back to the steering wheel 24, so that the wire-controlled steering system controls the rotation of the steering wheel 24 based on the first simulated rack force. In addition, it should be noted that the electrical signal between the hand force simulator and the front wheel actuator is connected. Based on this connection, the steering wheel can transmit the corresponding signal to the front wheel actuator, so that the front wheel actuator controls the rotation of the wheel, so that the vehicle can keep driving in a straight line.

[0066] To facilitate understanding of the vehicle control method provided in the embodiment of the present application, in one example, Figure 3 As shown in (a), during the driving process, the vehicle may be subjected to a lateral force due to the vehicle itself or environmental factors, namely Figure 3 The lateral force 1 shown in (a) acts on the rack of the steer-by-wire system, which generates a corresponding reaction force, namely Figure 3 (b) The force 3 shown in Figure 3 (corresponds to the actual rack force mentioned above). The existence of the force 3 will generate the hand force when turning, that is, Figure 3 (b) shows the force 2, and through the vehicle control method provided in the embodiment of the present application, a force 4 (corresponding to the above-mentioned first simulated rack force) is obtained, and the force 4 is less than or equal to the force 3. In this way, the above-mentioned force 4 is fed back to the steering wheel, and the force 5 that the driver needs to manually input is the difference between the force 4 and the force 3, and the difference tends to 0. In this way, the driver's manual input can be reduced.

[0067] In one embodiment, the above-mentioned S140 may include the following steps:

[0068] Based on a preset mapping relationship between the rack force and the operating force, the first simulated rack force is matched to obtain an operating force corresponding to the first simulated rack force;

[0069] The steering device is controlled to rotate based on the operating force so that the vehicle keeps traveling straight.

[0070] Specifically, after obtaining the first simulated rack force, the steer-by-wire system can match the first simulated rack force based on the preset mapping relationship between the rack force and the operating force to obtain the operating force corresponding to the first simulated rack force, and then control the steering device to rotate based on the operating force so that the vehicle keeps driving in a straight line. The mapping relationship between the preset rack force and the operating force can be obtained based on actual experience, for example, it can be a mapping relationship reflected by a rack force estimation algorithm, which is not limited here.

[0071] In an embodiment of the present application, it is possible to obtain vehicle driving parameters of the vehicle when the vehicle driving mode is a target driving mode, and to obtain rack force information of the target rack when the vehicle driving parameters satisfy a preset rack force determination condition. The rack force information may include the actual rack force of the target rack at the first moment, and then the rack force information of the target rack may be filtered to obtain a first simulated rack force of the target rack at the first moment. Since the first simulated rack force is less than or equal to the above-mentioned actual rack force, and the above-mentioned target driving mode may include a mode in which the user manually controls the vehicle driving, based on this, when the steering device is controlled to rotate based on the above-mentioned first simulated rack force, it can replace part or all of the driver's hand force input to a certain extent, so that the vehicle keeps driving in a straight line, thereby reducing the driver's hand force input.

[0072] In order to describe the vehicle control method provided by the embodiment of the present application in more detail and accuracy, in one embodiment, the rack force information involved above may also include a second simulated rack force of the target rack at a second moment, which is earlier than the first moment.

[0073] Based on this, the above-mentioned S130 may include the following steps:

[0074] Determine a first target value as a product of a difference between an actual rack force and a second simulated rack force and a first preset filter coefficient;

[0075] The sum of the second simulated rack force and the first target value is determined as the first simulated rack force of the target rack at the first moment.

[0076] The first preset filter coefficient mentioned above may be preset based on actual experience or circumstances, and is not specifically limited here.

[0077] Specifically, since the rack force information involved above may include the second simulated rack force of the target rack at the second moment, based on this, the steer-by-wire system may first determine the difference between the actual rack force and the second simulated rack force, and determine the product of the difference and the first preset filter coefficient as the first target value, and then determine the sum of the second simulated rack force and the first target value as the first simulated rack force of the target rack at the first moment.

[0078] In one example, the first simulated rack force may be calculated by the following formula (1), as shown below:

[0079] y(n)=y(n-1)+A*(x(n)-y(n-1)) (1)

[0080] Wherein, y(n) is the first simulated rack force learned. x(n) is the actual rack force mentioned above. y(n-1) is the second simulated rack force learned last time, and A is the first preset filter coefficient. It should be noted that, according to the above formula (1), the learned simulated rack force gradually increases iteratively, and the learning speed of self-learning is determined by the first preset filter coefficient A. The learned simulated rack force tends to be stable as time increases.

[0081] In this embodiment, the first simulated rack force can be accurately determined based on the rack force information, so that the steering device can be subsequently controlled to rotate based on the first simulated rack force to keep the vehicle traveling in a straight line, avoiding the original driving direction of the vehicle being offset due to rack force bias during vehicle driving, and reducing the driver's hand force input, thereby avoiding driving fatigue caused by the driver manually controlling the steering wheel all the time.

[0082] It should also be noted that when the vehicle is driving on a straight road with a transverse slope and unilateral wind, or when the vehicle has inaccurate wheel alignment parameters, uneven left and right tire pressures, asymmetric suspension, mid-position calibration deviation and other conditions during driving, the rack force bias that will be caused is divided into two situations: one is the low-frequency part of the rack force, which is caused by the vehicle's own reasons such as inaccurate wheel alignment parameters, uneven left and right tire pressures, asymmetric suspension, mid-position calibration deviation, etc., and does not change with environmental changes and working conditions, and remains unchanged for a long time. The other is the high-frequency part of the rack force, which is caused by road environmental factors such as the vehicle driving on a transverse slope and unilateral crosswinds, and changes in real time.

[0083] Based on this, in order to more comprehensively describe the vehicle control method provided by the embodiment of the present application, in one embodiment, after the above-mentioned step of determining the sum of the second simulated rack force and the first target value as the first simulated rack force of the target rack at the first moment, the above-mentioned vehicle control method may include the following steps:

[0084] Acquire a first low-frequency value of the target rack force at a second moment, where the first low-frequency value is determined based on the second simulated rack force;

[0085] Determine a product of a difference between the first simulated rack force and the first low-frequency value and a second preset filter coefficient as a second target value;

[0086] Determine the sum of the first low-frequency value and the second target value as the second low-frequency value of the target rack force at the first moment;

[0087] Determine a difference between the first simulated rack force and the second low-frequency value as a first high-frequency value of the target rack force at the first moment;

[0088] Save the second low frequency value to the memory and reset the first high frequency value

[0089] Among them, the second preset filter coefficient involved above can be pre-set based on actual experience or situation, and no further restrictions are made here. It should also be noted that the first filter coefficient and the second filter coefficient involved above can be different, and no further restrictions are made here.

[0090] Specifically, after determining that the sum of the second simulated rack force and the first target value is the first simulated rack force of the target rack at the first moment, the steer-by-wire system can obtain the first low-frequency value of the target rack force at the second moment, and then determine that the difference between the first simulated rack force and the first low-frequency value and the product of the second preset filter coefficient are the second target value, based on which, the sum of the first low-frequency value and the second target value can be determined as the second low-frequency value of the target rack force at the first moment, and the difference between the first simulated rack force and the second low-frequency value can be determined as the first high-frequency value of the target rack force at the first moment. In this way, the second low-frequency value and the first high-frequency value of the target rack force at the first moment can be obtained, and then the second low-frequency value can be saved in the memory, and the above-mentioned first high-frequency value can be reset.

[0091] Based on this, after obtaining the third compensation value, the second low-frequency value of the target rack at the first moment can be calculated by the following formula (2), as shown below:

[0092] g(n)=g(n-1)+B*(h(n)-g(n-1)) (2)

[0093] Among them, g(n) is the second low-frequency value of the target rack at the first moment, g(n-1) is the first low-frequency value of the target rack at the second moment, B is the second preset filter coefficient, and h(n) is the first simulated rack force of the target rack at the first moment.

[0094] In this embodiment, after obtaining the first simulated rack force, the second low-frequency value and the first high-frequency value of the target rack at the first moment can be calculated through a filtering algorithm, and the second low-frequency value is saved in the memory, and the first high-frequency value is reset, thereby realizing the distinction between the low-frequency part and the high-frequency part of the first simulated rack force.

[0095] In order to more comprehensively describe the vehicle control method provided by the embodiment of the present application, in one embodiment, the vehicle driving parameters involved above may include the vehicle driving state;

[0096] Based on this, when the vehicle driving parameters meet the preset rack force determination conditions, before obtaining the rack force information of the target rack, the vehicle control method involved above may further include the following steps:

[0097] When the vehicle driving state is normal, it is determined that the vehicle driving parameters meet the preset rack force determination conditions.

[0098] The vehicle driving state mentioned above can be determined based on the sensor signal obtained during the vehicle driving process, that is, if the sensor signal obtained by the wire control steering system is a valid signal, and the vehicle is driving in a straight line, it indicates that the vehicle driving state is a normal driving state. For example, if the sensor signal obtained from the angle sensor, angular velocity sensor and other sensors set at the steering wheel is valid, that is, the steering wheel angle, steering wheel angular velocity and other information included in the sensor signal is valid, and the vehicle is driving in a straight line at the current moment, based on this, it can be determined that the vehicle driving state is a normal state.

[0099] Specifically, since the vehicle driving parameters involved above may include the vehicle driving state, based on this, the steer-by-wire system may determine that the vehicle driving parameters satisfy the preset rack force determination conditions when the vehicle driving state is normal.

[0100] In this embodiment, the vehicle driving state included in the vehicle driving parameters can accurately determine whether the vehicle driving parameters meet the preset rack force determination conditions when the vehicle is in a normal driving state, so as to facilitate the subsequent determination of the first simulated rack force.

[0101] Based on this, in one embodiment, the vehicle driving parameters involved may also include a steering wheel steering angle, a steering wheel steering angular velocity, and a steering wheel rotation torque. Based on this, the steps involved in determining whether the vehicle driving parameters meet the preset rack force determination conditions may specifically include the following steps:

[0102] When the steering wheel steering angle is less than a preset angle threshold, the steering wheel steering angular velocity is less than a preset angular velocity threshold, and the steering wheel rotation torque is within a preset torque range, it is determined that the vehicle driving parameters meet the preset rack force determination conditions.

[0103] The preset angle threshold may be an angle threshold preset based on actual experience, and the preset angular velocity threshold mentioned above may be an angular velocity threshold preset based on actual experience or situation. The preset torque range mentioned above may be a torque range preset based on actual experience or situation, and the preset torque range may include an upper torque limit and a lower torque limit.

[0104] In one example, since the vehicle driving parameters involved above may also include a steering wheel steering angle, a steering wheel steering angular velocity, and a steering wheel steering torque, based on this, when the vehicle driving state is normal, and the steering wheel steering angle is less than a preset angle threshold, and the steering wheel steering angular velocity is less than a preset angular velocity threshold, and the steering wheel rotation torque is within a preset torque range, the steer-by-wire system may determine that the vehicle driving parameters meet the preset rack force determination conditions.

[0105] In this embodiment, the steer-by-wire system can accurately determine whether the vehicle driving parameters meet the preset rack force determination conditions by determining whether the steering wheel steering angle included in the above-mentioned vehicle driving parameters is less than the preset angle threshold, whether the steering wheel steering angular velocity is less than the preset angular velocity threshold, and whether the steering wheel rotation torque is within the preset torque range when the vehicle driving state is normal. In this way, the lateral force of the vehicle when turning, or the rack force acting on the rack when the vehicle turns, can be taken into account, thereby improving the accuracy of determining whether the vehicle driving parameters meet the preset rack force determination conditions.

[0106] In one embodiment, the vehicle driving parameters involved above may also include vehicle speed information such as vehicle driving speed, vehicle longitudinal speed, and vehicle yaw rate. Based on this, the steps involved above for determining whether the vehicle driving parameters meet the preset rack force conditions may specifically include the following steps:

[0107] When the vehicle driving speed is within a preset speed range, the vehicle longitudinal speed is less than a preset longitudinal speed threshold, and the vehicle yaw angular velocity is less than a preset yaw angular velocity threshold, it is determined that the vehicle driving parameters meet the preset rack force determination conditions.

[0108] The preset speed range may be a speed range pre-set based on actual experience or circumstances, and the speed range may include an upper speed limit and a lower speed limit. The preset longitudinal speed threshold mentioned above may be a longitudinal speed threshold set based on actual experience or circumstances. The preset yaw rate threshold mentioned above may be set based on the vehicle's driving speed, and the specific setting method is not limited here.

[0109] In one embodiment, on the basis that the vehicle driving state is normal, the steer-by-wire system can determine whether the vehicle driving speed included in the above vehicle driving parameters is within a preset speed range, and determine whether the vehicle longitudinal speed is less than a preset longitudinal speed threshold, and determine whether the above vehicle yaw rate involved is less than a preset yaw rate threshold. If the vehicle driving speed is within the preset speed range, and the vehicle longitudinal speed is less than the preset longitudinal speed threshold, and the vehicle yaw rate is less than the preset yaw rate threshold, the steer-by-wire system can determine that the vehicle driving parameters meet the preset rack force determination conditions.

[0110] In another example, on the basis that the vehicle driving state is normal, the steering wheel steering angle is less than a preset angle threshold, the steering wheel steering angular velocity is less than a preset angular velocity threshold, and the steering wheel rotation torque is within a preset torque range, the steer-by-wire system can determine whether the vehicle driving speed included in the above vehicle driving parameters is within a preset speed range, and determine whether the vehicle longitudinal speed is less than a preset longitudinal speed threshold, and determine whether the above-mentioned vehicle yaw angular velocity is less than a preset yaw angular velocity threshold. If the vehicle driving speed is within the preset speed range, the vehicle longitudinal speed is less than the preset longitudinal speed threshold, and the vehicle yaw angular velocity is less than the preset yaw angular velocity threshold, the steer-by-wire system can determine that the vehicle driving parameters meet the preset rack force determination conditions.

[0111] In this embodiment, the steer-by-wire system can make further judgments based on the vehicle driving state being a normal driving state, or on the basis that the vehicle driving state is a normal state, the steering wheel steering angle is less than a preset angle threshold, the steering wheel steering angular velocity is less than a preset angular velocity threshold, and the steering wheel rotation torque is within a preset torque range, in combination with parameters such as the vehicle driving speed, the vehicle longitudinal speed and the vehicle yaw angular velocity included in the vehicle driving parameters, thereby improving the accuracy of determining whether the vehicle driving parameters meet the preset rack force determination conditions.

[0112] In order to more accurately describe the vehicle control method provided by the embodiment of the present application, in one embodiment, the above-mentioned S140 may specifically include the following steps:

[0113] Based on the first simulated rack force, the steering device is controlled to rotate according to a preset rack force change rate.

[0114] Specifically, after obtaining the first simulated rack force, the steer-by-wire system can feed back the first simulated rack force to the steering device based on the first simulated rack force and at a preset rack force change rate to control the rotation of the steering device. The preset rack force change rate involved above can be pre-set based on actual experience or circumstances, and is not limited in detail here.

[0115] In this embodiment, the rotation of the steering device can be controlled based on the first simulated rack force and according to a preset rack force change rate. In this way, the first simulated rack force can change slowly and act on the steering device instead of suddenly acting on the steering device, thereby avoiding a bad driving experience caused by a sudden change of the first simulated rack force.

[0116] In another embodiment, the above-mentioned step of controlling the rotation of the steering device based on the first simulated rack force may specifically include the following steps:

[0117] Determining whether the first simulated rack force is greater than a preset rack force threshold;

[0118] When the first simulated rack force is greater than a preset rack force threshold, controlling the steering device to rotate based on a target rack force corresponding to the preset rack force threshold;

[0119] In a case where the first simulated rack force is less than or equal to a preset rack force threshold, the steering device is controlled to rotate based on the first simulated rack force.

[0120] The preset rack force threshold may be a threshold preset based on actual experience or circumstances, and is not limited here. It should also be noted that the target rack force involved above is smaller than the first simulated rack force.

[0121] Specifically, after obtaining the first simulated rack force, the steering-by-wire system can first determine whether the first simulated rack force is greater than a preset rack force threshold. If the first simulated rack force is greater than the preset rack force threshold, the steering-by-wire system can control the rotation of the steering device based on the target rack force corresponding to the preset rack force threshold. If the first simulated rack force is less than or equal to the preset rack force threshold, the steering-by-wire system can control the rotation of the steering device based on the first simulated rack force.

[0122] In this embodiment, after obtaining the first simulated rack force, it can be determined whether the first simulated rack force is greater than the preset rack force threshold, and then the steering device can be controlled to rotate based on the target rack force corresponding to the preset rack force threshold when the first simulated rack force is greater than the preset rack force threshold, and the steering device can be controlled to rotate based on the first simulated rack force when the first simulated rack force is less than or equal to the preset rack force threshold. In this way, the bad driving experience caused by obtaining an excessively large first simulated rack force is avoided.

[0123] Based on the same inventive concept, the present application embodiment provides a structural diagram of a vehicle control device, specifically in combination with Figure 4 The vehicle control device provided in the embodiment of the present application is described in detail.

[0124] Figure 4It is a structural schematic diagram of a vehicle control device provided in an embodiment of the present application.

[0125] like Figure 4 As shown, the vehicle control device 400 may include: an acquisition module 410 , a filtering module 420 and a control module 430 .

[0126] The acquisition module 410 is used to acquire the vehicle driving parameters of the vehicle when the vehicle driving mode is a target driving mode, and the target driving mode includes a mode in which the user manually controls the vehicle driving;

[0127] The acquisition module 410 is further configured to acquire rack force information of a target rack when the vehicle driving parameters meet a preset rack force determination condition, wherein the rack force information includes an actual rack force of the target rack at a first moment;

[0128] A filtering module 420 is used to filter the rack force information of the target rack to obtain a first simulated rack force of the target rack at a first moment, where the first simulated rack force is less than or equal to the actual rack force;

[0129] The control module 430 is used to control the steering device to rotate based on the first simulated rack force so that the vehicle keeps moving in a straight line.

[0130] In one embodiment, the rack force information also includes a second simulated rack force of the target rack at a second moment, and the second moment is earlier than the first moment; the above-mentioned vehicle control device also includes a determination module.

[0131] A determination module, configured to determine a product of a difference between an actual rack force and a second simulated rack force and a first preset filter coefficient as a first target value;

[0132] The determination module is also used to determine the sum of the second simulated rack force and the first target value as the first simulated rack force of the target rack at the first moment.

[0133] In one embodiment, the vehicle driving parameters include the vehicle driving state; the above-mentioned determination module is used to determine that the vehicle driving parameters meet the preset rack force determination conditions before obtaining the rack force information of the target rack when the vehicle driving parameters meet the preset rack force determination conditions and when the vehicle driving state is normal.

[0134] In one embodiment, the vehicle driving parameters include a steering wheel steering angle, a steering wheel steering angular velocity and a steering wheel rotation torque; the above-mentioned determination module is used to determine that the vehicle driving parameters meet the preset rack force determination conditions when the steering wheel steering angle is less than a preset angle threshold, the steering wheel steering angular velocity is less than a preset angular velocity threshold, and the steering wheel rotation torque is within a preset torque range.

[0135] In one embodiment, the vehicle driving parameters involved above include vehicle driving speed, vehicle longitudinal speed and vehicle yaw angular velocity; the determination module involved above is used to determine that the vehicle driving parameters meet the preset rack force determination conditions when the vehicle driving speed is within a preset speed range, the vehicle longitudinal speed is less than a preset longitudinal speed threshold, and the vehicle yaw angular velocity is less than a preset yaw angular velocity threshold.

[0136] In one embodiment, the control module mentioned above is used to control the rotation of the steering device based on the first simulated rack force and according to a preset rack force change rate.

[0137] In one embodiment, the vehicle control device mentioned above further includes a judgment module.

[0138] A judging module, used for judging whether the first simulated rack force is greater than a preset rack force threshold;

[0139] The control module is further used to control the steering device to rotate based on a target rack force corresponding to the preset rack force threshold value when the first simulated rack force is greater than a preset rack force threshold value, and the target rack force is less than the first simulated rack force;

[0140] The control module is further used to control the steering device to rotate based on the first simulated rack force when the first simulated rack force is less than or equal to a preset rack force threshold.

[0141] In an embodiment of the present application, it is possible to obtain vehicle driving parameters of the vehicle when the vehicle driving mode is a target driving mode, and to obtain rack force information of the target rack when the vehicle driving parameters satisfy a preset rack force determination condition. The rack force information may include the actual rack force of the target rack at the first moment, and then the rack force information of the target rack may be filtered to obtain a first simulated rack force of the target rack at the first moment. Since the first simulated rack force is less than or equal to the above-mentioned actual rack force, and the above-mentioned target driving mode may include a mode in which the user manually controls the vehicle driving, based on this, when the steering device is controlled to rotate based on the above-mentioned first simulated rack force, it can replace part or all of the driver's hand force input to a certain extent, so that the vehicle keeps driving in a straight line, thereby reducing the driver's hand force input.

[0142] Each module in the vehicle control device provided in the embodiment of the present application can be used to implement Figure 1 The method steps of the illustrated embodiment can achieve the corresponding technical effects, and for the sake of brevity, they will not be repeated here.

[0143] Figure 5 A schematic diagram of the hardware structure of an electronic device provided in an embodiment of the present application is shown.

[0144] The electronic device may include a processor 501 and a memory 502 storing computer program instructions.

[0145] Specifically, the processor 501 may include a central processing unit (CPU), or an application specific integrated circuit (ASIC), or may be configured to implement one or more integrated circuits of the embodiments of the present application.

[0146] The memory 502 may include a large capacity memory for data or instructions. By way of example and not limitation, the memory 702 may include a hard disk drive (HDD), a floppy disk drive, a flash memory, an optical disk, a magneto-optical disk, a magnetic tape, or a universal serial bus (USB) drive or a combination of two or more of these. In appropriate cases, the memory 502 may include a removable or non-removable (or fixed) medium. In appropriate cases, the memory 502 may be inside or outside the integrated gateway disaster recovery device. In a specific embodiment, the memory 502 is a non-volatile solid-state memory.

[0147] The memory may include read-only memory (ROM), random access memory (RAM), magnetic disk storage media devices, optical storage media devices, flash memory devices, electrical, optical or other physical / tangible memory storage devices. Thus, typically, the memory includes one or more tangible (non-transitory) computer-readable storage media (e.g., memory devices) encoded with software including computer-executable instructions, and when the software is executed (e.g., by one or more processors), it is operable to perform the operations described with reference to the method according to an aspect of the present disclosure.

[0148] The processor 501 implements any one of the vehicle control methods in the above embodiments by reading and executing computer program instructions stored in the memory 502 .

[0149] In one example, the electronic device may further include a communication interface 503 and a bus 510. Figure 5 As shown, the processor 501, the memory 502, and the communication interface 503 are connected via a bus 510 and communicate with each other.

[0150] The communication interface 503 is mainly used to implement communication between various modules, devices, units and / or equipment in the embodiments of the present application.

[0151] Bus 510 includes hardware, software or both, and the parts of online data flow billing equipment are coupled to each other. For example, but not limitation, bus may include accelerated graphics port (AGP) or other graphics bus, enhanced industrial standard architecture (EISA) bus, front-end bus (FSB), hypertransport (HT) interconnection, industrial standard architecture (ISA) bus, infinite bandwidth interconnection, low pin count (LPC) bus, memory bus, micro channel architecture (MCA) bus, peripheral component interconnection (PCI) bus, PCI-Express (PCI-X) bus, serial advanced technology attachment (SATA) bus, video electronics standard association local (VLB) bus or other suitable bus or two or more of these combinations. In appropriate cases, bus 510 may include one or more buses. Although the present application embodiment describes and shows a specific bus, the present application considers any suitable bus or interconnection.

[0152] In addition, in combination with the vehicle control method in the above embodiment, the embodiment of the present application can provide a computer storage medium to implement. The computer storage medium stores computer program instructions; when the computer program instructions are executed by the processor, the vehicle control method provided in the embodiment of the present application is implemented.

[0153] An embodiment of the present application also provides a computer program product. When the instructions in the computer program product are executed by a processor of an electronic device, the electronic device executes the vehicle control method provided in the embodiment of the present application.

[0154] It should be clear that the present application is not limited to the specific configuration and processing described above and shown in the figures. For the sake of simplicity, a detailed description of the known method is omitted here. In the above embodiments, several specific steps are described and shown as examples. However, the method process of the present application is not limited to the specific steps described and shown, and those skilled in the art can make various changes, modifications and additions, or change the order between the steps after understanding the spirit of the present application.

[0155] The functional blocks shown in the above block diagram can be implemented as hardware, software, firmware or a combination thereof. When implemented in hardware, it can be, for example, an electronic circuit, an application specific integrated circuit (ASIC), appropriate firmware, a plug-in, a function card, etc. When implemented in software, the elements of the present application are programs or code segments that are used to perform the required tasks. The program or code segment can be stored in a machine-readable medium, or transmitted on a transmission medium or a communication link by a data signal carried in a carrier wave. "Machine-readable medium" can include any medium capable of storing or transmitting information. Examples of machine-readable media include electronic circuits, semiconductor memory devices, ROM, flash memory, erasable ROM (EROM), floppy disks, CD-ROMs, optical disks, hard disks, optical fiber media, radio frequency (RF) links, etc. The code segment can be downloaded via a computer network such as the Internet, an intranet, etc.

[0156] It should also be noted that the exemplary embodiments mentioned in this application describe some methods or systems based on a series of steps or devices. However, this application is not limited to the order of the above steps, that is, the steps can be performed in the order mentioned in the embodiment, or in a different order from the embodiment, or several steps can be performed simultaneously.

[0157] Aspects of the present disclosure are described above with reference to the flowchart and / or block diagram of the method, device (system) and computer program product according to the embodiment of the present disclosure. It should be understood that each box in the flowchart and / or block diagram and the combination of each box in the flowchart and / or block diagram can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable control device to produce a machine so that these instructions executed by the processor of the computer or other programmable control device enable the implementation of the function / action specified in one or more boxes of the flowchart and / or block diagram. Such a processor can be, but is not limited to, a general-purpose processor, a special-purpose processor, a special application processor, or a field programmable logic circuit. It can also be understood that each box in the block diagram and / or flowchart and the combination of boxes in the block diagram and / or flowchart can also be implemented by dedicated hardware that performs a specified function or action, or can be implemented by a combination of dedicated hardware and computer instructions.

[0158] The above are only specific implementation methods of the present application. Those skilled in the art can clearly understand that for the convenience and simplicity of description, the specific working processes of the systems, modules and units described above can refer to the corresponding processes in the aforementioned method embodiments, and will not be repeated here. It should be understood that the protection scope of the present application is not limited to this. Any technician familiar with the technical field can easily think of various equivalent modifications or replacements within the technical scope disclosed in this application, and these modifications or replacements should be included in the protection scope of this application.

[0159] It should be noted that, in this article, relational terms such as "first" and "second" are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the term "comprising" or any other variant thereof is intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, the elements defined by the sentence "comprising a ..." do not exclude the existence of other identical elements in the process, method, article or device including the elements.

Claims

1. A vehicle control method, It is characterized in that The method comprises: When the vehicle driving mode is a target driving mode, obtaining a vehicle driving parameter of the vehicle, wherein the target driving mode includes a mode in which a user manually controls the vehicle driving; When the vehicle driving parameters meet the preset rack force determination conditions, acquiring rack force information of the target rack, the rack force information including the actual rack force of the target rack at the first moment; Performing filtering processing on the rack force information of the target rack to obtain a first simulated rack force of the target rack at the first moment, wherein the first simulated rack force is less than or equal to the actual rack force; Based on the first simulated rack force, the steering device is controlled to rotate so that the vehicle keeps traveling in a straight line.

2. The method according to claim 1, It is characterized in that The rack force information also includes a second simulated rack force of the target rack at a second moment, the second moment being earlier than the first moment; The filtering process on the rack force information of the target rack to obtain a first simulated rack force of the target rack at the first moment includes: Determine a product of a difference between the actual rack force and the second simulated rack force and a first preset filter coefficient as a first target value; The sum of the second simulated rack force and the first target value is determined as the first simulated rack force of the target rack at the first moment.

3. The method according to claim 1, It is characterized in that The vehicle driving parameters include vehicle driving status; When the vehicle driving parameters meet the preset rack force determination conditions, before obtaining the rack force information of the target rack, the method further includes: When the vehicle driving state is a normal state, it is determined that the vehicle driving parameter satisfies the preset rack force determination condition.

4. The method according to claim 3, It is characterized in that The vehicle driving parameters include steering wheel steering angle, steering wheel steering angular velocity and steering wheel rotation torque; The determining that the vehicle driving parameters satisfy the preset rack force determination condition includes: When the steering wheel steering angle is less than a preset angle threshold, the steering wheel steering angular velocity is less than a preset angular velocity threshold, and the steering wheel rotation torque is within a preset torque range, it is determined that the vehicle driving parameters meet the preset rack force determination conditions.

5. The method according to claim 3 or 4, It is characterized in that The vehicle driving parameters include vehicle driving speed, vehicle longitudinal speed and vehicle yaw rate; The determining that the vehicle driving parameters satisfy the preset rack force determination condition includes: When the vehicle driving speed is within a preset speed range, the vehicle longitudinal speed is less than a preset longitudinal speed threshold, and the vehicle yaw angular velocity is less than a preset yaw angular velocity threshold, it is determined that the vehicle driving parameters meet the preset rack force determination conditions.

6. The method according to claim 1, It is characterized in that The controlling the steering device to rotate based on the first simulated rack force comprises: Based on the first simulated rack force, the steering device is controlled to rotate according to a preset rack force change rate.

7. The method according to claim 1 or 6, It is characterized in that The controlling the steering device to rotate based on the first simulated rack force comprises: Determining whether the first simulated rack force is greater than a preset rack force threshold; In a case where the first simulated rack force is greater than the preset rack force threshold, controlling the steering device to rotate based on a target rack force corresponding to the preset rack force threshold, the target rack force being less than the first simulated rack force; In a case where the first simulated rack force is less than or equal to the preset rack force threshold, the steering device is controlled to rotate based on the first simulated rack force.

8. The method according to claim 2, It is characterized in that After determining that the sum of the second simulated rack force and the first target value is the first simulated rack force of the target rack at the first moment, the method further includes: Acquire a first low-frequency value of the target rack force at a second moment, where the first low-frequency value is determined based on the second simulated rack force; Determine a product of a difference between the first simulated rack force and the first low-frequency value and a second preset filter coefficient as a second target value; Determine the sum of the first low-frequency value and the second target value as the second low-frequency value of the target rack force at the first moment; determining a difference between the first simulated rack force and the second low-frequency value as a first high-frequency value of the target rack force at a first moment; The second low frequency value is saved in a memory, and the first high frequency value is reset.

9. A vehicle control device, It is characterized in that The device comprises: an acquisition module, configured to acquire a vehicle driving parameter of the vehicle when the vehicle driving mode is a target driving mode, wherein the target driving mode includes a mode in which the user manually controls the vehicle driving; The acquisition module is further used to acquire rack force information of the target rack when the vehicle driving parameters meet the preset rack force determination conditions, wherein the rack force information includes an actual rack force of the target rack at a first moment; a filtering module, configured to filter the rack force information of the target rack to obtain a first simulated rack force of the target rack at the first moment, wherein the first simulated rack force is less than or equal to the actual rack force; The control module is used to control the steering device to rotate based on the first simulated rack force so that the vehicle keeps moving in a straight line.

10. A vehicle, It is characterized in that At least: The vehicle control device as claimed in claim 9.

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