Vehicle control method, device and vehicle

Abstract

The embodiment of the application provides a vehicle control method, device and vehicle, comprising: in the case that a vehicle driving mode is a target driving mode, the target driving mode including a mode in which a user manually controls vehicle driving, obtaining a vehicle driving parameter of the vehicle; in the case that the vehicle driving parameter meets a preset rack force determination condition, obtaining rack force information of a target rack, the rack force information including an actual rack force of the target rack at a first time; 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 time, the first simulated rack force being less than or equal to the actual rack force; and based on the first simulated rack force, controlling a steering device to rotate so that the vehicle keeps straight driving. The embodiment of the application reduces the hand force input of the driver.

Description

Technical Field

[0001] This application belongs to the field of vehicle steering control technology, and in particular relates to a vehicle control method, device and vehicle. Background Technology

[0002] In real-world driving, when a vehicle is traveling on a straight road with a lateral slope and one-sided wind, or when there are issues such as inaccurate wheel alignment parameters, uneven tire pressure, asymmetrical suspension, or center calibration deviation, the vehicle's wheels will experience a lateral force. This lateral force can cause the vehicle to deviate from the direction corresponding to its axle, meaning the vehicle will stray from its original driving direction. Therefore, preventing this deviation from the vehicle's original driving direction is a pressing technical problem that needs to be solved.

[0003] To address the aforementioned issues, in real-life situations, drivers manually control the steering wheel to prevent the vehicle from deviating from its original direction of travel. However, this process requires a certain amount of hand force from the driver, which can easily lead to driver fatigue. Summary of the Invention

[0004] The purpose of this application is to provide a vehicle control method, device, and vehicle that reduces the driver's manual input.

[0005] In a first aspect, embodiments of this application provide a vehicle control method, the method comprising:

[0006] When the vehicle driving mode is the target driving mode, obtain the vehicle driving parameters. The target driving mode includes the mode in which the user manually controls the vehicle driving.

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

[0008] The rack force information of the target rack is filtered to obtain the first simulated rack force of the target rack at the first moment. 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 one alternative implementation of the first aspect, the rack force information further includes a second simulated rack force of the target rack at a second time point, the second time point being earlier than the first time point;

[0011] The rack force information of the target rack is filtered to obtain the first simulated rack force of the target rack at the first moment, including:

[0012] The product of the difference between the actual rack force and the second simulated rack force and the first preset filter coefficient is determined as the first target value;

[0013] The sum of the second simulated rack force and the first target value is determined to be 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 parameters include the vehicle driving state; before obtaining the rack force information of the target rack when the vehicle driving parameters meet the preset rack force determination conditions, the method further includes:

[0015] Under normal vehicle driving conditions, determine that the vehicle driving parameters meet the preset rack force determination conditions.

[0016] In one alternative embodiment of the first aspect, the vehicle driving parameters include steering wheel angle, steering wheel angular velocity, and steering wheel torque.

[0017] Determine if the vehicle's driving parameters meet the preset rack force determination conditions, including:

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

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

[0020] Determine if the vehicle's driving parameters meet the preset rack force determination conditions, including:

[0021] If the vehicle's speed is within a preset speed range, and the vehicle's longitudinal speed is less than a preset longitudinal speed threshold, and the vehicle's yaw rate is less than a preset yaw rate threshold, then the vehicle's driving parameters are determined to meet the preset rack force determination conditions.

[0022] In an alternative implementation of the first aspect, controlling the rotation of the steering device based on a first simulated rack force includes:

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

[0024] In an alternative implementation of the first aspect, controlling the rotation of the steering device based on a first simulated rack force includes:

[0025] Determine whether the first simulated rack force is greater than a preset rack force threshold.

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

[0027] When 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 a first moment, the method further includes:

[0029] The first low-frequency value of the target rack force at the second moment is obtained, and the first low-frequency value is determined based on the second simulated rack force;

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

[0031] The sum of the first low-frequency value and the second target value is determined to be the second low-frequency value of the target rack force at the first moment;

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

[0033] Save the second low-frequency value to memory and reset the first high-frequency value.

[0034] Secondly, embodiments of this application provide a vehicle control device, the device comprising:

[0035] The acquisition module is used to acquire the vehicle's driving parameters when the vehicle's driving mode is the target driving mode. The target driving mode includes the mode in which the user manually controls the vehicle's driving.

[0036] The acquisition module is also 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 includes the actual rack force of the target rack at the first moment.

[0037] The filtering module is used to filter the rack force information of the target rack to obtain the first simulated rack force of the target rack at the first moment. The first simulated rack force is less than or equal to the actual rack force.

[0038] The control module is used to control the rotation of the steering equipment based on the first simulated rack force so that the vehicle keeps traveling in a straight line.

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

[0040] Fourthly, a computer storage medium is provided, which stores computer program instructions that, when executed by a processor, implement the vehicle control method provided by any of the optional embodiments of the first aspect.

[0041] Fifthly, a vehicle is provided, comprising at least one of the aforementioned vehicle control device, electronic device, and computer storage medium.

[0042] In this embodiment, when the vehicle driving mode is the target driving mode, the vehicle driving parameters can be obtained, and when the vehicle driving parameters meet the preset rack force determination conditions, the rack force information of the target rack can be obtained. The rack force information may include the actual rack force of the target rack at the first moment. Then, the rack force information of the target rack can 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 actual rack force, and the target driving mode may include the mode in which the user manually controls the vehicle driving, when the steering device is controlled to rotate based on the first simulated rack force, it can replace part or all of the driver's manual force input to a certain extent, so that the vehicle keeps driving in a straight line, thereby reducing the driver's manual force input. Attached Figure Description

[0043] To more clearly illustrate the technical solutions of the embodiments of this application, the accompanying drawings used in the embodiments of this application will be briefly introduced below. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0044] Figure 1 This is a schematic flowchart of a vehicle control method provided in an embodiment of this application;

[0045] Figure 2 This is one of the application diagrams of a vehicle control method provided in the embodiments of this application;

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

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

[0048] Figure 5This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. Detailed Implementation

[0049] To better understand the above-mentioned objectives, features, and advantages of this disclosure, the solutions disclosed herein will be further described below. It should be noted that, unless otherwise specified, the embodiments and features described herein can be combined with each other.

[0050] Numerous specific details are set forth in the following description in order to provide a full understanding of this disclosure, but this disclosure may also be implemented in other ways different from those described herein; obviously, the embodiments in the specification are only some, and not all, of the embodiments of this disclosure.

[0051] To avoid the need for continuous manual force input from the driver to control the steering wheel in existing technologies, this application provides a vehicle control method, device, and vehicle. When the vehicle's driving mode is a target driving mode, it can acquire vehicle driving parameters and, when the vehicle driving parameters meet preset rack force determination conditions, acquire rack force information of the target rack. This rack force information can include the actual rack force of the target rack at a first moment. The rack force information of the target rack can then be filtered to obtain a first simulated rack force of the target rack at the first moment. Since this first simulated rack force is less than or equal to the actual rack force, and the target driving mode can include a mode where the user manually controls the vehicle's driving, when controlling the steering device based on the first simulated rack force, it can, to some extent, replace part or all of the driver's manual force input, allowing the vehicle to maintain straight-line driving and thus reducing the driver's manual force input.

[0052] The vehicle control method provided in this application will be described in detail below with reference to the accompanying drawings and specific embodiments.

[0053] Figure 1 This is a schematic flowchart of a vehicle control method provided in an embodiment of this application.

[0054] like Figure 1 As shown, the vehicle control method can be implemented by a steer-by-wire system, and the method can include the following steps:

[0055] S110: When the vehicle driving mode is the target driving mode, obtain the vehicle driving parameters.

[0056] The target driving mode can include modes where the user manually controls the vehicle's movement. Specifically, the target driving mode does not include driving modes with advanced features such as automated driving assistance, anti-lock braking control, traction control, and vehicle dynamics control systems. Furthermore, the vehicle driving parameters mentioned above can be parameters generated during vehicle operation, and no further limitations are imposed here.

[0057] Specifically, during vehicle operation, the steer-by-wire system can first acquire the vehicle's driving mode and determine whether the driving mode is the target driving mode. If the acquired driving mode is the target driving mode, which is the mode that requires manual control of the vehicle's driving, the steer-by-wire system can acquire 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, obtain the rack force information of the target rack.

[0059] In some embodiments, the rack force information mentioned above may include the actual rack force of the target rack at a first moment. The actual rack force can be the actual force acting on the target rack. It should be noted that the target rack mentioned above can be a single rack or multiple racks; the number of racks is not strictly limited. Furthermore, the preset rack force determination conditions mentioned above can be conditions pre-set based on practical experience or circumstances; these are not strictly limited here.

[0060] Specifically, after acquiring the vehicle's driving parameters, the steer-by-wire system can first determine whether the vehicle's driving parameters meet the preset rack force determination conditions. If the acquired vehicle driving parameters meet the preset rack force determination conditions, the steer-by-wire system can acquire the rack force information of the target rack.

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

[0062] Specifically, after acquiring the rack force information of the target rack, the steer-by-wire system can filter the acquired rack force information of the target rack to obtain the first simulated rack force of the target rack at the first moment. In some embodiments, the first simulated rack force mentioned above is less than or equal to the actual rack force.

[0063] S140, based on the first simulated rack force, controls the rotation of the steering device to keep the vehicle 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 the steering device, which may include the vehicle's steering wheel, without further limitation. In this way, the steer-by-wire system can control the rotation of the steering device based on the first simulated rack force, so that the vehicle keeps traveling in a straight line.

[0065] In one example, such as Figure 2 As shown, label 21 represents the front wheel actuator of the vehicle, label 22 represents the vehicle's hand force simulator, label 23 represents the Electronic Control Unit (ECU), and label 24 represents the steering wheel. The hand force simulator 22 is composed of the ECU 23 and the steering wheel 24. Based on the structure of this steer-by-wire system, the system can obtain the first simulated rack force of the target rack at a first moment through the ECU 23, and then feed this first simulated rack force back to the steering wheel 24, allowing the steer-by-wire system to control the rotation of the steering wheel 24 based on this first simulated rack force. Furthermore, it should be noted that there is an electrical signal connection between the hand force simulator and the front wheel actuator. Based on this connection, the steering wheel can transmit corresponding signals to the front wheel actuator, causing the front wheel actuator to control the wheel rotation, thus enabling the vehicle to maintain straight-line travel.

[0066] To facilitate understanding of the vehicle control method provided in the embodiments of this application, in one example, such as Figure 3 As shown in (a), during vehicle operation, due to factors such as the vehicle's own characteristics or environmental factors, the vehicle will experience a lateral force, i.e. Figure 3 The force 1 shown in (a) acts on the rack of the steer-by-wire system, and the rack will generate a corresponding reaction force, i.e. Figure 3 (b) shows the force 3 (corresponding to the actual rack force mentioned above). The presence of force 3 will generate a hand force during steering, i.e. Figure 3 (b) The force 2 shown is used to obtain a force 4 (corresponding to the first simulated rack force) through the vehicle control method provided in this application embodiment. The force 4 is less than or equal to the force 3. Thus, the force 4 is fed back to the steering wheel. The force 5 that the driver needs to manually input is the difference between the force 4 and the force 3. The difference tends to be 0. Thus, the driver's manual input can be reduced.

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

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

[0069] The steering system is controlled by the force applied to keep the vehicle moving in a straight line.

[0070] Specifically, after obtaining the first simulated rack force, the steer-by-wire system can match the first simulated rack force based on a preset mapping relationship between rack force and operating force to obtain the corresponding operating force. This operating force can then be used to control the rotation of the steering mechanism, enabling the vehicle to maintain straight-line travel. The preset mapping relationship between rack force and operating force can be based on practical experience, for example, it could be a mapping relationship reflected by a rack force estimation algorithm; no further limitations are imposed here.

[0071] In this embodiment, when the vehicle driving mode is the target driving mode, the vehicle driving parameters can be obtained, and when the vehicle driving parameters meet the preset rack force determination conditions, the rack force information of the target rack can be obtained. The rack force information may include the actual rack force of the target rack at the first moment. Then, the rack force information of the target rack can 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 actual rack force, and the target driving mode may include the mode in which the user manually controls the vehicle driving, when the steering device is controlled to rotate based on the first simulated rack force, it can replace part or all of the driver's manual force input to a certain extent, so that the vehicle keeps driving in a straight line, thereby reducing the driver's manual force input.

[0072] To describe the vehicle control method provided in the embodiments of this application in more detail and accurately, in one embodiment, the rack force information mentioned above may further include a second simulated rack force of the target rack at a second moment, which is earlier than the first moment mentioned above.

[0073] Based on this, the aforementioned S130 may include the following steps:

[0074] The product of the difference between the actual rack force and the second simulated rack force and the first preset filter coefficient is determined as the first target value;

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

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

[0077] Specifically, since the rack force information mentioned above can include the second simulated rack force of the target rack at the second moment, the steer-by-wire system can first determine the difference between the actual rack force and the second simulated rack force, and determine that the product of this difference and the first preset filter coefficient is the first target value. Then, the sum of the second simulated rack force and the first target value can be determined as the first simulated rack force of the target rack at the first moment.

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

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

[0080] Where 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 in the previous iteration, 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, the learning speed of self-learning is determined by the first preset filter coefficient A, and the learned simulated rack force tends to stabilize 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 controlled to rotate based on the first simulated rack force to keep the vehicle driving in a straight line. This avoids the situation where the original driving direction of the vehicle deviates due to the rack force bias during the vehicle's driving process, and also reduces the driver's manual force input, thereby avoiding driving fatigue caused by the driver constantly manually controlling the steering wheel.

[0082] It should also be noted that when a vehicle is traveling on a straight road with a lateral slope and unilateral wind, or when there are issues such as inaccurate wheel alignment parameters, uneven tire pressure, suspension asymmetry, or center calibration deviation, the resulting rack force offset can be categorized into two types: One is the low-frequency component of the rack force, caused by vehicle-specific factors such as inaccurate wheel alignment parameters, uneven tire pressure, suspension asymmetry, or center calibration deviation, which remains constant over time regardless of environmental or operating conditions. The other is the high-frequency component of the rack force, caused by road surface environmental factors such as a lateral slope and unilateral crosswind, which changes in real time.

[0083] Based on this, in order to more comprehensively describe the vehicle control method provided in the embodiments of this 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] The first low-frequency value of the target rack force at the second moment is obtained, and the first low-frequency value is determined based on the second simulated rack force;

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

[0086] The sum of the first low-frequency value and the second target value is determined to be the second low-frequency value of the target rack force at the first moment;

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

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

[0089] The second preset filter coefficient mentioned above can be preset based on actual experience or circumstances, and is not subject to further restrictions here. It should also be noted that the first filter coefficient and the second filter coefficient mentioned above can be different, and is not subject to further restrictions 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. Then, it can determine that the product of the difference between the first simulated rack force and the first low-frequency value, and the second preset filter coefficient, is the second target value. Based on this, it can determine that the sum of the first low-frequency value and the second target value is 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 is the first high-frequency value of the target rack force at the first moment. Thus, the second low-frequency value and the first high-frequency value of the target rack force at the first moment can be obtained. The second low-frequency value can then be saved to memory, and the aforementioned 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 using the following formula (2), as shown below:

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

[0093] Where 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 by a filtering algorithm, and the second low-frequency value can be saved to the memory, and the first high-frequency value can be reset, thereby realizing the distinction between the low-frequency part and the high-frequency part of the first simulated rack force.

[0095] To more comprehensively describe the vehicle control method provided in the embodiments of this application, in one embodiment, the vehicle driving parameters mentioned above may include the vehicle driving state;

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

[0097] Under normal vehicle driving conditions, determine that the vehicle driving parameters meet the preset rack force determination conditions.

[0098] The vehicle's driving state mentioned above can be determined based on sensor signals acquired during vehicle operation. Specifically, if the sensor signals acquired by the steer-by-wire system are valid, and the vehicle is traveling in a straight line, then the vehicle's driving state is normal. For example, if valid sensor signals are obtained from sensors such as the angle sensor and angular velocity sensor located at the steering wheel—meaning the information included in the sensor signals, such as the steering wheel angle and angular velocity, is valid—and the vehicle is currently traveling in a straight line, then the vehicle's driving state can be determined to be normal.

[0099] Specifically, since the vehicle driving parameters mentioned above can include the vehicle driving state, the steer-by-wire system can determine that the vehicle driving parameters meet the preset rack force determination conditions when the vehicle driving state is normal.

[0100] In this embodiment, by using the vehicle driving parameters including the vehicle driving state, when the vehicle is in normal driving state, it is possible to accurately determine that the vehicle driving parameters meet the preset rack force determination conditions, so as to facilitate the subsequent determination of the first simulated rack force.

[0101] Therefore, in one embodiment, the vehicle driving parameters mentioned above may further include steering wheel angle, steering wheel angular velocity, and steering wheel torque. Accordingly, the step of determining whether the vehicle driving parameters satisfy the preset rack force determination condition may specifically include the following steps:

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

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

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

[0105] In this embodiment, the steer-by-wire system, under normal vehicle driving conditions, can accurately determine whether the vehicle driving parameters, including the steering wheel angle, steering wheel angular velocity, and steering wheel torque, meet the preset rack force determination conditions by determining whether the steering wheel angle is less than a preset angle threshold, steering wheel angular velocity, and steering wheel torque are within a preset torque range. This allows for consideration of the lateral forces acting on the rack during cornering, 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 mentioned above may further include vehicle speed information such as vehicle speed, vehicle longitudinal speed, and vehicle yaw rate. Based on this, the step of determining that the vehicle driving parameters meet the preset rack force condition may specifically include the following steps:

[0107] If the vehicle's speed is within a preset speed range, and the vehicle's longitudinal speed is less than a preset longitudinal speed threshold, and the vehicle's yaw rate is less than a preset yaw rate threshold, then the vehicle's driving parameters are determined to meet the preset rack force determination conditions.

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

[0109] In one embodiment, assuming the vehicle is in a normal driving state, the steer-by-wire system can determine whether the vehicle speed, included in the aforementioned vehicle driving parameters, is within a preset speed range, whether the vehicle's longitudinal speed is less than a preset longitudinal speed threshold, and whether the vehicle's yaw rate is less than a preset yaw rate threshold. If the vehicle speed is within the preset speed range, the vehicle's longitudinal speed is less than the preset longitudinal speed threshold, and the vehicle's 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, assuming the vehicle is in a normal driving state, and the steering wheel angle is less than a preset angle threshold, the steering wheel angular velocity is less than a preset angular velocity threshold, and the steering wheel torque is within a preset torque range, the steer-by-wire system can determine whether the vehicle speed, included in the aforementioned vehicle driving parameters, is within a preset speed range, whether the vehicle's longitudinal speed is less than a preset longitudinal speed threshold, and whether the vehicle's yaw rate, as mentioned above, is less than a preset yaw rate threshold. If the vehicle speed is within the preset speed range, the vehicle's longitudinal speed is less than the preset longitudinal speed threshold, and the vehicle's 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.

[0111] In this embodiment, the steer-by-wire system can further determine whether the vehicle's driving parameters meet the preset rack force determination conditions, based on the vehicle's normal driving state, or when the vehicle is in a normal driving state and the steering wheel angle is less than a preset angle threshold, the steering wheel angular velocity is less than a preset angular velocity threshold, and the steering wheel torque is within a preset torque range, by combining the vehicle's driving parameters, including vehicle speed, vehicle longitudinal velocity, and vehicle yaw rate. This improves the accuracy of determining whether the vehicle's driving parameters meet the preset rack force determination conditions.

[0112] To more accurately describe the vehicle control method provided in the embodiments of this application, in one embodiment, the above-mentioned S140 may specifically include the following steps:

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

[0114] Specifically, after receiving the first simulated rack force, the steer-by-wire system can feed back the first simulated rack force to the steering device according to a preset rack force change rate, thereby controlling the rotation of the steering device. The preset rack force change rate can be pre-set based on practical experience or circumstances, and is not further limited here.

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

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

[0117] Determine whether the first simulated rack force is greater than a preset rack force threshold.

[0118] If the first simulated rack force is greater than the preset rack force threshold, the steering device is controlled to rotate based on the target rack force corresponding to the preset rack force threshold.

[0119] When 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 can be a threshold set in advance based on actual experience or circumstances, and no further restrictions are imposed here. It should also be noted that the target rack force mentioned above is less than the first simulated rack force.

[0121] Specifically, after obtaining the first simulated rack force, the steer-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 steer-by-wire system can control the steering device to rotate 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 steer-by-wire system can control the steering device to rotate 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 a preset rack force threshold. Then, if the first simulated rack force is greater than the preset rack force threshold, the steering device can be controlled to rotate based on the target rack force corresponding to the preset rack force threshold. Conversely, if the first simulated rack force is less than or equal to the preset rack force threshold, the steering device can be controlled to rotate based on the first simulated rack force. This avoids a poor driving experience caused by an excessively large first simulated rack force.

[0123] Based on the same inventive concept, this application provides a structural schematic diagram of a vehicle control device, specifically combined with... Figure 4 The vehicle control device provided in the embodiments of this application will be described in detail.

[0124] Figure 4This is a schematic diagram of the structure of a vehicle control device provided in an embodiment of this 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 vehicle driving parameters when the vehicle driving mode is the target driving mode. The target driving mode includes the mode in which the user manually controls the vehicle driving.

[0127] The acquisition module 410 is also 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 includes the actual rack force of the target rack at the first moment.

[0128] The filtering module 420 is used to filter the rack force information of the target rack to obtain the first simulated rack force of the target rack at the first moment. 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 rotation of the steering device based on the first simulated rack force so that the vehicle keeps traveling 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, which is earlier than the first moment; the vehicle control device mentioned above also includes a determination module.

[0131] The determination module is used to determine the difference between the actual rack force and the second simulated rack force, and the product of the difference with the first preset filtering coefficient is the 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, which is 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 aforementioned determining 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 in a normal state.

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

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

[0136] In one embodiment, the aforementioned control module 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] The judgment module is used to determine whether the first simulated rack force is greater than the preset rack force threshold.

[0139] The control module is also used to control the rotation of the steering device 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 target rack force is less than the first simulated rack force.

[0140] The control module is also used to control the rotation of the steering device 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 this embodiment, when the vehicle driving mode is the target driving mode, the vehicle driving parameters can be obtained, and when the vehicle driving parameters meet the preset rack force determination conditions, the rack force information of the target rack can be obtained. The rack force information may include the actual rack force of the target rack at the first moment. Then, the rack force information of the target rack can 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 actual rack force, and the target driving mode may include the mode in which the user manually controls the vehicle driving, when the steering device is controlled to rotate based on the first simulated rack force, it can replace part or all of the driver's manual force input to a certain extent, so that the vehicle keeps driving in a straight line, thereby reducing the driver's manual force input.

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

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

[0144] An 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), an application-specific integrated circuit (ASIC), or one or more integrated circuits that can be configured to implement the embodiments of this application.

[0146] Memory 502 may include mass storage for data or instructions. For example, and not limitingly, memory 702 may include a hard disk drive (HDD), floppy disk drive, flash memory, optical disk, magneto-optical disk, magnetic tape, or Universal Serial Bus (USB) drive, or a combination of two or more of these. Where appropriate, memory 502 may include removable or non-removable (or fixed) media. Where appropriate, memory 502 may be internal or external to the integrated gateway disaster recovery device. In a particular embodiment, memory 502 is non-volatile solid-state memory.

[0147] Memory may include read-only memory (ROM), random access memory (RAM), disk storage media devices, optical storage media devices, flash memory devices, and electrical, optical, or other physical / tangible memory storage devices. Therefore, typically, 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 methods according to one aspect of this disclosure.

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

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

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

[0151] Bus 510 includes hardware, software, or both, that couples components of an online data traffic metering device together. For example, and not limitingly, the bus may include an Accelerated Graphics Port (AGP) or other graphics bus, an Enhanced Industry Standard Architecture (EISA) bus, a Front Side Bus (FSB), HyperTransport (HT) interconnect, an Industry Standard Architecture (ISA) bus, an Infinite Bandwidth Interconnect, a Low Pin Count (LPC) bus, a memory bus, a Microchannel Architecture (MCA) bus, a Peripheral Component Interconnect (PCI) bus, a PCI-Express (PCI-X) bus, a Serial Advanced Technology Attachment (SATA) bus, a Video Electronics Standards Association Local (VLB) bus, or other suitable buses, or combinations of two or more of these. Where appropriate, bus 510 may include one or more buses. Although specific buses are described and illustrated in embodiments of this application, any suitable bus or interconnect is contemplated herein.

[0152] Furthermore, in conjunction with the vehicle control method in the above embodiments, this application embodiment can provide a computer storage medium for implementation. The computer storage medium stores computer program instructions; when these computer program instructions are executed by a processor, they implement the vehicle control method provided in this application embodiment.

[0153] This application also provides a computer program product in which instructions, when executed by the processor of an electronic device, cause the electronic device to perform the vehicle control method provided in this application.

[0154] It should be clarified that this application is not limited to the specific configurations and processes described above and shown in the figures. For the sake of brevity, detailed descriptions of known methods are omitted here. In the above embodiments, several specific steps are described and shown as examples. However, the method process of this application is not limited to the specific steps described and shown. Those skilled in the art can make various changes, modifications, and additions, or change the order of steps, after understanding the spirit of this 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, they can be, for example, electronic circuits, application-specific integrated circuits (ASICs), appropriate firmware, plug-ins, function cards, etc. When implemented in software, the elements of this application are programs or code segments used to perform the required tasks. Programs or code segments can be stored on a machine-readable medium or transmitted over a transmission medium or communication link via data signals carried on 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, fiber optic media, radio frequency (RF) links, etc. Code segments can be downloaded via computer networks such as the Internet, intranets, etc.

[0156] It should also be noted that the exemplary embodiments mentioned in this application describe methods or systems based on a series of steps or apparatus. 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 embodiments, or in a different order, or several steps can be performed simultaneously.

[0157] The aspects of this disclosure have been described above with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of this disclosure. It should be understood that each block in the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, 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 such that these instructions, executable via the processor of the computer or other programmable control device, enable the implementation of the functions / actions specified in one or more blocks of the flowchart illustrations and / or block diagrams. 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 is also understood that each block in the block diagrams and / or flowchart illustrations, and combinations of blocks in the block diagrams and / or flowchart illustrations, can also be implemented by special-purpose hardware performing the specified functions or actions, or can be implemented by a combination of special-purpose hardware and computer instructions.

[0158] The above are merely specific embodiments of this application. Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the specific working processes of the systems, modules, and units described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here. It should be understood that the protection scope of this application is not limited thereto. Any person skilled in the art can easily conceive of various equivalent modifications or substitutions within the technical scope disclosed in this application, and these modifications or substitutions should all be covered within the protection scope of this application.

[0159] It should be noted that, in this document, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the term "comprising" or any other variations thereof is intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes the element.

Claims

1. A vehicle control method, characterized in that, The method includes: When the vehicle driving mode is the target driving mode, the vehicle driving parameters are obtained, and the target driving mode includes the mode in which the user manually controls the vehicle driving. When the vehicle driving parameters meet the preset rack force determination conditions, the rack force information of the target rack is obtained. The rack force information includes the actual rack force of the target rack at a first moment and the second simulated rack force at a second moment, wherein the second moment is earlier than the first moment. The rack force information of the target rack is filtered to obtain the 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; After obtaining the first simulated rack force of the target rack at the first moment, the method further includes: Obtain the first low-frequency value of the target rack force at the second moment, the first low-frequency value being determined based on the second simulated rack force; The product of the difference between the first simulated rack force and the first low-frequency value and the second preset filter coefficient is determined as the second target value; The sum of the first low-frequency value and the second target value is determined to be the second low-frequency value of the target rack force at the first moment; The difference between the first simulated rack force and the second low-frequency value is determined as the first high-frequency value of the target rack force at the first moment; Save the second low-frequency value to memory and reset the first high-frequency value.

2. The method according to claim 1, characterized in that, The step of filtering the rack force information of the target rack to obtain the first simulated rack force of the target rack at the first moment includes: The product of the difference between the actual rack force and the second simulated rack force and the first preset filtering coefficient is determined as the first target value; The sum of the second simulated rack force and the first target value is determined to be the first simulated rack force of the target rack at the first moment.

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

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

5. The method according to claim 3 or 4, characterized in that, The vehicle driving parameters include vehicle speed, vehicle longitudinal speed, and vehicle yaw rate; The step of determining that the vehicle driving parameters meet the preset rack force determination condition includes: If the vehicle's speed is within a preset speed range, and the vehicle's longitudinal speed is less than a preset longitudinal speed threshold, and the vehicle's yaw rate is less than a preset yaw rate threshold, then the vehicle's driving parameters are determined to meet the preset rack force determination conditions.

6. The method according to claim 1, characterized in that, The step of controlling the rotation of the steering device based on the first simulated rack force includes: 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, characterized in that, The step of controlling the rotation of the steering device based on the first simulated rack force includes: Determine whether the first simulated rack force is greater than a preset rack force threshold; When the first simulated rack force is greater than the preset rack force threshold, the steering device is controlled to rotate based on the target rack force corresponding to the preset rack force threshold, wherein the target rack force is less than the first simulated rack force; When 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. A vehicle control device, characterized in that, The device includes: The acquisition module is used to acquire vehicle driving parameters 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 configured 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 includes the actual rack force of the target rack at a first moment and the second simulated rack force at a second moment, wherein the second moment is earlier than the first moment. The filtering module is used to filter the rack force information of the target rack to obtain the 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 rotation of the steering device based on the first simulated rack force so that the vehicle keeps traveling in a straight line; The acquisition module is further configured to, after obtaining the first simulated rack force of the target rack at the first moment, acquire the first low-frequency value of the target rack force at the second moment, wherein the first low-frequency value is determined based on the second simulated rack force; The determination module is used to determine the product of the difference between the first simulated rack force and the first low-frequency value and the second preset filter coefficient as the second target value; The determining module is further configured to 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; The determining module is further configured to determine the difference between the first simulated rack force and the second low-frequency value, which is the first high-frequency value of the target rack force at the first moment; The filtering module is also used to save the second low-frequency value to the memory and reset the first high-frequency value.

9. A vehicle, characterized in that, At least including: The vehicle control device as described in claim 8.

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