Vehicle control method and device, computer storage medium and program product

Abstract

The invention discloses a vehicle control method and device, a computer storage medium and a program product. The method comprises the steps that under the condition that the current angle difference is larger than a preset angle, a vehicle is controlled to be switched to a take-over transition mode from an automatic driving mode; in the takeover transition mode, a due steering wheel angle corresponding to the current actual wheel angle is determined based on the current actual wheel angle and a due steering mapping relation, and the due steering mapping relation is used for representing a mapping relation between the actual wheel angle and the due steering wheel angle; on the basis of a difference value between the current actual steering wheel angle and a due steering wheel angle corresponding to the current actual wheel angle and a preset adjustment coefficient, the due steering ratio is adjusted, and a transition steering ratio is obtained; the wheel angle variable quantity is determined based on the current actual steering wheel angle and the transition steering ratio, and the wheels of the vehicle are controlled to rotate based on the wheel angle variable quantity, so that a driver can control the vehicle in time.

Description

Technical Field

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

[0002] With the rapid development of the intelligent field, autonomous driving technology has emerged. However, the complex road traffic environment has brought some uncertainty to the safety of autonomous driving.

[0003] In some autonomous driving technologies, if the vehicle is in autonomous driving mode, the steering wheel can be in a silent state, the vehicle's steering system steers based on the autonomous driving instructions, and the steering wheel is in a neutral position.

[0004] In an emergency, the driver often turns the steering wheel urgently to control the vehicle, thereby destroying the mapping relationship between the actual steering wheel angle and the actual wheel angle, causing the vehicle to be unable to drive according to the driver's instructions, and thus causing vehicle safety problems. Summary of the Invention

[0005] The embodiments of the present application provide a vehicle control method, device, computer storage medium, and program product, which enable the driver to control the vehicle in a timely manner.

[0006] In a first aspect, an embodiment of the present application provides a vehicle control method, including: when the vehicle is in an automatic driving mode, monitoring a current actual steering wheel angle, a current actual wheel angle and a current angle difference, where the current angle difference is the difference between the current actual steering wheel angle and the actual steering wheel angle at the previous moment; when the current angle difference is greater than a predetermined angle, controlling the vehicle to switch from the automatic driving mode to a takeover transition mode; in the takeover transition mode, determining a desired steering wheel angle corresponding to the current actual wheel angle based on the current actual wheel angle and a desired steering mapping relationship, where the desired steering mapping relationship is used to characterize the mapping relationship between the actual wheel angle and the desired steering wheel angle; adjusting the corresponding steering ratio based on the difference between the current actual steering wheel angle and the desired steering wheel angle corresponding to the current actual wheel angle and a preset adjustment coefficient to obtain a transition steering ratio; determining a wheel angle change based on the current actual steering wheel angle and the transition steering ratio, and controlling the vehicle's wheel rotation based on the wheel angle change.

[0007] In an optional embodiment of the first aspect, after determining the desired steering wheel angle corresponding to the current actual wheel angle based on the current actual wheel angle and the desired steering mapping relationship, and before adjusting the corresponding steering ratio based on the difference between the current actual steering wheel angle and the desired steering wheel angle corresponding to the current actual wheel angle and a preset adjustment coefficient to obtain the transition steering ratio, the method also includes: constructing a transition steering mapping relationship based on the difference between the current actual steering wheel angle and the desired steering wheel angle corresponding to the current actual wheel angle, and the desired steering mapping relationship, the transition steering mapping relationship being used to characterize the mapping relationship between the actual steering wheel angle and the desired wheel angle; judging whether the transition steering mapping relationship is consistent with the desired steering mapping relationship; if not, entering a step of adjusting the corresponding steering ratio based on the difference between the current actual steering wheel angle and the desired steering wheel angle corresponding to the current actual wheel angle and the preset adjustment coefficient; if consistent, exiting the takeover transition mode, continuing to monitor the current actual steering wheel angle, and determining the wheel angle change based on the continued monitored current actual steering wheel angle and the desired steering ratio, and controlling the wheel rotation of the vehicle based on the wheel angle change.

[0008] In an optional embodiment of the first aspect, based on the difference between the current actual steering wheel angle and the desired steering wheel angle corresponding to the current actual wheel angle and a preset adjustment coefficient, the corresponding steering ratio is adjusted to obtain a transition steering ratio, including: when θ0>0 and Δθ sw ≥0, based on i * =f(v x ,θ sw )*(1+α), the transition steering ratio is obtained; when θ0>0 and Δθ sw <0, based on i * =f(v x ,θ sw )*(1-α), the transition steering ratio is obtained; when θ0≤0 and Δθ sw <0, based on i * =f(v x ,θ sw )*(1+Δ), the transition steering ratio is obtained; when θ0≤0 and Δθ sw ≥0, based on i * =f(v x ,θ sw )*(1-α), to get the transition steering ratio; where θ0 is used to represent the difference between the current actual steering wheel angle and the steering wheel angle corresponding to the current actual wheel angle, Δθ sw It is used to indicate the change in steering wheel angle, α is used to indicate the preset adjustment coefficient, i * Used to express the transition steering ratio, f(v x ,θsw ) is used to express the relationship between the current vehicle speed, the current actual steering wheel angle and the steering ratio. x Used to indicate the current vehicle speed, θ sw Used to indicate the current actual steering wheel angle.

[0009] In an optional embodiment of the first aspect, the wheel angle change is determined based on the current actual steering wheel angle and the transition steering ratio, including: determining the steering wheel angle change based on the current actual steering wheel angle and the previous actual steering wheel angle; determining the wheel angle change based on the steering wheel angle change and the transition steering ratio.

[0010] In an optional embodiment of the first aspect, a transition steering mapping relationship is constructed based on the difference between the current actual steering wheel angle and the steering wheel angle that should correspond to the current actual wheel angle, and the steering mapping relationship that should be achieved, including: constructing a transition steering mapping relationship based on θ=f(δ)+θ0, where θ0 is the difference between the current actual steering wheel angle and the steering wheel angle that should correspond to the current actual wheel angle, f(δ) is used to represent the steering mapping relationship that should be achieved, and θ is the current actual steering wheel angle.

[0011] In an optional embodiment of the first aspect, whether the transition steering mapping relationship is consistent with the expected steering mapping relationship is determined, including: based on the updated actual wheel angle and the expected steering mapping relationship, determining the expected steering wheel angle corresponding to the updated actual wheel angle, the updated actual wheel angle being the wheel angle after controlling the vehicle's wheel rotation based on the wheel angle change; when the difference between the current actual steering wheel angle and the expected steering wheel angle corresponding to the updated actual wheel angle is less than or equal to a first predetermined value, determining that the transition steering mapping relationship is consistent with the expected steering mapping relationship.

[0012] In an optional embodiment of the first aspect, when the current angle difference is greater than a predetermined angle, the vehicle is controlled to switch from the automatic driving mode to the takeover transition mode, including: monitoring the target torque acting on the steering wheel; when the current angle difference is greater than the predetermined angle and the target torque is greater than or equal to the predetermined torque, the vehicle is controlled to switch from the automatic driving mode to the takeover transition mode.

[0013] In a second aspect, an embodiment of the present application provides a vehicle control device, including: a monitoring module, for monitoring the current actual steering wheel angle, the current actual wheel angle and the current angle difference when the vehicle is in the automatic driving mode, where the current angle difference is the difference between the current actual steering wheel angle and the actual steering wheel angle at the previous moment; a first control module, for controlling the vehicle to switch from the automatic driving mode to the takeover transition mode when the current angle difference is greater than a predetermined angle; a determination module, for determining the desired steering wheel angle corresponding to the current actual wheel angle based on the current actual wheel angle and the desired steering mapping relationship in the takeover transition mode, where the desired steering mapping relationship is used to characterize the mapping relationship between the actual wheel angle and the desired steering wheel angle; an adjustment module, for adjusting the corresponding steering ratio based on the difference between the current actual steering wheel angle and the desired steering wheel angle corresponding to the current actual wheel angle and a preset adjustment coefficient to obtain a transition steering ratio; a second control module, for determining the wheel angle change based on the current actual steering wheel angle and the transition steering ratio, and controlling the wheel rotation of the vehicle based on the wheel angle change.

[0014] In a third aspect, an embodiment of the present application provides a computer-readable storage medium having computer program instructions stored thereon. When the computer program instructions are executed by a processor, the vehicle control method of the first aspect is implemented.

[0015] In a fourth aspect, an embodiment of the present application 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 of the first aspect.

[0016] In an embodiment of the present application, if a vehicle in autonomous driving mode encounters an emergency, the driver can take over the vehicle by rotating the steering wheel. Therefore, when the difference between the monitored current actual steering wheel angle and the actual steering wheel angle at the previous moment is greater than a predetermined angle, the vehicle is controlled to switch from autonomous driving mode to a takeover transition mode. Since the desired steering mapping relationship represents the mapping relationship between the actual wheel angle and the desired steering wheel angle, in the takeover transition mode, the desired steering wheel angle corresponding to the current actual wheel angle can be determined based on the monitored current actual wheel angle and the desired steering relationship. Thus, the desired steering ratio can be adjusted based on the difference between the current actual steering wheel angle and the desired steering wheel angle corresponding to the current actual wheel angle and a preset adjustment coefficient to obtain a transition steering ratio. Furthermore, the wheel angle change can be determined based on the current actual steering wheel angle and the transition steering ratio, and wheel rotation can be controlled based on the wheel angle change, thereby achieving timely takeover of the vehicle in an emergency. It can be seen that the driver's emergency takeover will cause the current actual steering wheel angle and the actual wheel angle to not satisfy the required steering mapping relationship. The present application controls the vehicle's driving by adjusting the corresponding steering ratio, so that the wheels will rotate in the direction of the steering wheel rotation, thereby realizing the angle incremental control of the vehicle's steering system, ensuring the priority and timeliness of the driver's control over the vehicle's steering, and making the vehicle safer. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] In order to more clearly illustrate the technical solutions 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.

[0018] Figure 1 This is a schematic diagram of the hardware structure of a steer-by-wire system provided by one embodiment of the present application;

[0019] Figure 2 This is a schematic diagram of a signal flow in a takeover transition mode provided by an embodiment of the present application;

[0020] Figure 3 This is a flow chart of a vehicle control method provided by one embodiment of the present application;

[0021] Figure 4 is a flow chart of a vehicle control method provided by another embodiment of the present application;

[0022] Figure 5 is a schematic diagram of a process for aligning a steering wheel angle with a wheel angle provided by another embodiment of the present application;

[0023] Figure 6is a structural diagram of a vehicle control device provided by an embodiment of the present application;

[0024] Figure 7 This is a schematic diagram of the structure of an electronic device provided by an embodiment of the present application.

[0025] The above drawings include the following reference numerals:

[0026] 101. Road sensing motor; 102. Speed ​​reducer; 103. Steering wheel column; 104. Torque and angle sensor; 105. Steering wheel; 106. Steering motor; 107. Steering rack; 108. Wheel; 201. Steering wheel control system; 202. Steering wheel sensor; 203. Steering axle control system; 204. Vehicle CAN bus; 600. Vehicle control device; 610. Monitoring module; 620. First control module; 630. Determination module; 640. Adjustment module; 650. Second control module; 701. Processor; 702. Memory; 703. Communication interface; 710. Bus. DETAILED DESCRIPTION

[0027] The features and exemplary embodiments of various aspects of the present application will be described in detail below. In order to make the purpose, technical solutions and advantages of the present application clearer, the present application will be further described in detail below in conjunction with the accompanying drawings and specific embodiments. It should be understood that the specific embodiments described herein are only intended to explain the present application, rather than to limit the present application. For those skilled in the art, the present application can be implemented without the need for some of these specific details. The following description of the embodiments is merely to provide a better understanding of the present application by illustrating the examples of the present application.

[0028] It should be noted that, in this document, relational terms such as first and second, etc., are used only to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any actual relationship or order between these entities or operations. Moreover, the terms "comprises," "comprising," or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article, or device comprising a series of elements includes not only those elements, but also other elements not explicitly listed, or elements inherent to such process, method, article, or device. In the absence of further limitations, the elements defined by the phrase "comprising..." do not exclude the presence of other identical elements in the process, method, article, or device comprising the elements.

[0029] The automotive industry is constantly evolving, from traditional fuel-powered vehicles to new energy vehicles and autonomous vehicles. Automotive steering systems have also undergone a developmental process, from mechanical to hydraulic power steering, and finally to electric power steering. Currently, electric power steering is used in many vehicles. However, with the advancement of intelligent vehicles, steer-by-wire systems will become the next generation of steering systems.

[0030] The complex road traffic environment introduces some uncertainty regarding the safety of autonomous driving. Currently, autonomous vehicles applying for testing have both autonomous and manual driving modes. Therefore, designing control strategies for both assisted and autonomous driving based on steer-by-wire systems is of great research significance. The force feedback steering wheel is a crucial component of steer-by-wire assisted driving systems.

[0031] like Figure 1 The hardware structure diagram of the steer-by-wire system is shown in FIG. The steer-by-wire system includes a road sensing motor 101, a reducer 102, a steering column 103, a torque and angle sensor 104, a steering wheel 105, a steering motor 106, a steering rack 107, and a wheel 108. Compared to a common electric power steering system, the steer-by-wire system has no mechanical connection between the steering wheel 105 and the steering rack 107 on the chassis. The steer-by-wire system uses two motors to replace the mechanical connection between the steering wheel and the wheel. The two motors are connected by a wiring harness, which not only improves the steering performance of the vehicle, but also improves the passive safety in the event of an accident. Since the mechanical connection between the steering wheel and the wheel is eliminated, the corresponding steering wheel control strategy is also diversified.

[0032] Among them, in the automatic driving mode, the steering wheel can be in a silent state. While the vehicle's steering system steers based on the automatic driving instructions, the steering wheel always remains in the neutral position and can be folded, etc. This can eliminate the interference caused by the vibration and return of the steering wheel during the automatic steering process, thereby significantly reducing operating fatigue and improving the driver's experience in the automatic driving mode.

[0033] When the steering wheel is in a static state, it remains in neutral regardless of how the wheels are turned. In this case, the mapping between the actual steering wheel angle and the actual wheel angle does not satisfy the required steering mapping. Therefore, when the driver needs to take over the vehicle, they often need to input a takeover command through a button or other means. This will align the steering wheel angle with the actual wheel angle. Only after the actual steering wheel angle aligns with the actual wheel angle can the driver begin driving.

[0034] However, in an emergency, due to traditional vehicle driving habits and human instinctive reactions, the driver often directly "grabs" the steering wheel and urgently turns the steering wheel to control the vehicle. At this time, due to the lack of a process for the steering wheel to align with the current actual wheel angle, the mapping relationship between the actual steering wheel angle and the actual wheel angle is destroyed, resulting in the vehicle being unable to drive according to the driver's instructions, which in turn causes vehicle safety problems.

[0035] Embodiments of the present application provide a vehicle control method, device, computer storage medium, and program product. If a vehicle in autonomous driving mode encounters an emergency, the driver can take over the vehicle by rotating the steering wheel. Therefore, when the difference between the monitored current actual steering wheel angle and the actual steering wheel angle at the previous moment is greater than a predetermined angle, the vehicle is controlled to switch from autonomous driving mode to a takeover transition mode. Since the desired steering mapping relationship represents the mapping relationship between the actual wheel angle and the desired steering wheel angle, in the takeover transition mode, based on the monitored current actual wheel angle and the desired steering relationship, the desired steering wheel angle corresponding to the current actual wheel angle can be determined. Therefore, based on the difference between the current actual steering wheel angle and the desired steering wheel angle corresponding to the current actual wheel angle and a preset adjustment coefficient, the desired steering ratio can be adjusted to obtain a transition steering ratio. Then, based on the current actual steering wheel angle and the transition steering ratio, the wheel angle change can be determined and the wheel rotation can be controlled based on the wheel angle change, thereby achieving timely takeover of the vehicle in an emergency. It can be seen that due to the driver's emergency takeover, the current actual steering wheel angle and the actual wheel angle do not satisfy the required steering mapping relationship. The present application controls the vehicle's driving by adjusting the corresponding steering ratio, so that the wheels will rotate in the direction of the steering wheel rotation, thereby realizing the angle incremental control of the vehicle's steering system, ensuring the driver's priority and timeliness of the vehicle's steering control, and making the vehicle safer.

[0036] For ease of understanding, a brief introduction is given here to the application architecture of the vehicle control method, device, computer storage medium and program product provided in this application. Figure 2A signal flow diagram of the takeover transition mode provided in an embodiment of the present application. The vehicle may include a steering wheel control system 201, a steering wheel sensor 202, a steering axle control system 203, and a vehicle CAN bus 204. The vehicle control method in the present application may be applied to the steering wheel control system 201. The steering wheel control system 201 may receive a steering wheel angle signal and a steering wheel torque signal sent by the steering wheel sensor 202. The steering wheel control system 201 may also receive the vehicle's current speed signal and the automatic driving angle command signal sent by the vehicle CAN bus 204. The steering wheel control system 201 may also receive a steering motor torque signal and an actual wheel angle signal sent by the steering axle control system 203. The steering wheel control system 201 may send a steering angle command signal to the steering axle control system 203, and send a driver takeover vehicle flag signal to the vehicle CAN bus 204.

[0037] The vehicle control method provided by the embodiment of the present application can also be implemented when the processor of the vehicle's electronic control unit executes a program or instruction.

[0038] It should be noted that the application scenarios described in the above embodiments of the present application are intended to more clearly illustrate the technical solutions of the embodiments of the present application and do not constitute a limitation on the technical solutions provided by the embodiments of the present application. Persons skilled in the art will appreciate that as new application scenarios emerge, the technical solutions provided by the embodiments of the present application will also be applicable to similar technical problems. The vehicle control method provided in the embodiments of the present application can be applied to various application scenarios requiring vehicle control.

[0039] The vehicle control method, device, computer storage medium and program product provided in the embodiments of the present application are described below respectively.

[0040] Figure 3 FIG. 1 shows a flow chart of a vehicle control method provided by an embodiment of the present application. Figure 3 As shown, the vehicle control method includes steps S301 to S305.

[0041] In step S301, when the vehicle is in automatic driving mode, the current actual steering wheel angle, the current actual wheel angle and the current angle difference are monitored. The current angle difference is the difference between the current actual steering wheel angle and the actual steering wheel angle at the previous moment.

[0042] If the vehicle is in an emergency state, based on traditional vehicle driving habits and human instinctive reactions, the driver will often directly "grab" the steering wheel and turn the steering wheel urgently to control the vehicle. Therefore, it is necessary to monitor the vehicle's current actual steering wheel angle and the current actual wheel angle in this situation, so that the driver's intention to take over can be judged based on whether the difference between the monitored current actual steering wheel angle and the actual steering wheel angle at the previous moment is greater than the predetermined angle value.

[0043] In addition, it should be noted that when the vehicle is in automatic mode, the vehicle's steering wheel silent function can be turned on, that is, the vehicle's steering system steers based on the automatic driving instructions, and the steering wheel always remains in the middle position.

[0044] In step S302, when the current actual steering wheel angle is greater than or equal to the predetermined angle, the vehicle is controlled to switch from the automatic driving mode to the takeover transition mode.

[0045] In emergencies, drivers often attempt to take over the vehicle by directly "grabbing" the steering wheel. Therefore, the relationship between the actual steering wheel angle and the predetermined angle can quickly determine the driver's intention to take over. If the driver's intention to take over is determined, the vehicle is controlled to switch from autonomous driving mode to takeover transition mode.

[0046] Optionally, the predetermined angle can be flexibly set based on the actual application scenario, and this application does not impose any restrictions on this.

[0047] Of course, in actual applications, determining whether to switch the vehicle from autonomous driving mode to takeover transition mode is not limited to determining the magnitude relationship between the current actual steering wheel angle and the predetermined angle. Various implementations can be used to determine whether the driver has the intention to take over, i.e., whether to switch the vehicle from autonomous driving mode to takeover transition mode.

[0048] In one embodiment, whether to control the vehicle to switch from the automatic driving mode to the takeover transition mode can be determined based on the relationship between the force monitored by the brake pedal and a predetermined value.

[0049] In another embodiment, the target torque acting on the steering wheel is monitored; when the current angle difference is greater than a predetermined angle and the target torque is greater than or equal to the predetermined torque, the vehicle is controlled to switch from the automatic driving mode to the takeover transition mode.

[0050] Optionally, the steering wheel may be a force feedback steering wheel.

[0051] Optionally, the predetermined torque can be flexibly set according to the actual application scenario, and this application does not impose any restrictions on this.

[0052] By combining the relationship between the current angle difference and the predetermined angle, as well as the relationship between the target torque and the predetermined torque, a comprehensive determination is made as to whether to control the vehicle from autonomous driving mode to takeover transition mode. This allows for a relatively accurate determination of whether to control the vehicle from autonomous driving mode to takeover transition mode. In other words, if the driver is detected turning the steering wheel vigorously, it can be determined that the driver intends to take over the vehicle, and the vehicle can be controlled to switch from autonomous driving mode to takeover transition mode.

[0053] In step S303, in the takeover transition mode, based on the current actual wheel angle and the expected steering mapping relationship, the expected steering wheel angle corresponding to the current actual wheel angle is determined, and the expected steering mapping relationship is used to characterize the mapping relationship between the actual wheel angle and the expected steering wheel angle.

[0054] In a steer-by-wire system, there's a preset mapping relationship between steering wheel angle and wheel angle, known as the desired steering mapping relationship. In other words, for each wheel angle, there can be a corresponding steering wheel angle. The steering wheel angle corresponding to this wheel angle is called the desired steering wheel angle. Therefore, when the current actual wheel angle is monitored, the desired steering wheel angle corresponding to the current actual wheel angle can be determined based on the mapping relationship between the current actual wheel angle and the desired steering.

[0055] In step S304, based on the difference between the current actual steering wheel angle and the desired steering wheel angle corresponding to the current actual wheel angle and a preset adjustment coefficient, the corresponding steering ratio is adjusted to obtain a transition steering ratio.

[0056] The steering ratio may be a pre-set steering ratio in the vehicle. Specifically, the steering ratio refers to the ratio between the angle of rotation of the steering wheel and the angle of rotation of the wheels. The steering ratio can be expressed as Among them, Δδ fw Refers to the angle of wheel rotation, Δθ sw Refers to the angle of the steering wheel. In the steering mapping relationship, the steering ratio i can generally be expressed as a function of vehicle speed and steering wheel angle, that is, i = f(v x ,θ sw ). Under normal circumstances, the steering ratio is symmetrical on the left and right sides of the steering wheel, that is, f(v x1 ,θ sw )=f(v x ,-θ sw ).

[0057] In an emergency, the driver can forcefully turn the steering wheel to promptly take control of the vehicle. However, this forceful steering wheel rotation disrupts the mapping relationship between the steering wheel angle and the wheel angle. Therefore, to ensure alignment between the actual steering wheel angle and the actual wheel angle during manual vehicle control, the mapping relationship between the actual steering wheel angle and the actual wheel angle can be dynamically adjusted gradually, bringing it closer to the desired steering mapping relationship.

[0058] For example, the desired wheel position is determined based on the desired steering mapping and the current actual steering wheel angle. If the desired wheel position is to the left of the actual wheel position, the steering gain needs to be increased when the vehicle turns left, causing the wheel to turn slightly more than the desired angle. When the vehicle turns right, the steering gain needs to be decreased, causing the wheel to turn slightly less than the desired angle.

[0059] In order to make the actual steering wheel angle and the actual wheel angle always move closer to the alignment direction of the required steering mapping relationship, it is necessary to change the steering ratio that is symmetrical on the left and right sides of the steering wheel accordingly. Based on this, the steering ratio can be adjusted by introducing a preset adjustment coefficient to obtain an asymmetric steering ratio on the left and right sides. Then, the difference between the current actual steering wheel angle and the required steering wheel angle corresponding to the current actual wheel angle can be gradually reduced through the asymmetric steering ratio on the left and right sides, thereby gradually aligning the actual steering wheel angle and the actual wheel angle.

[0060] For example, when θ0>0 and Δθ sw ≥0, based on i * =f(v x ,θ sw )*(1+α), the transition steering ratio is obtained; when θ0>0 and Δθ sw <0, based on i * =f(v x ,θ sw )*(1-α), the transition steering ratio is obtained; when θ0≤0 and Δθ sw <0, based on i * =f(v x ,θ sw )*(1+α), and get the transition steering ratio; when θ0≤0 and Δθ sw ≥0, based on i * =f(v x ,θ sw )*(1-α), to get the transition steering ratio; where θ0 is used to represent the difference between the current actual steering wheel angle and the steering wheel angle corresponding to the current actual wheel angle, Δθ swIt is used to indicate the change in steering wheel angle, α is used to indicate the preset adjustment coefficient, i * Used to express the transition steering ratio, f(v x ,θ sw ) is used to express the relationship between the current vehicle speed, the current actual steering wheel angle and the steering ratio. x Used to indicate the current vehicle speed, θ sw Used to indicate the current actual steering wheel angle.

[0061] By introducing a preset adjustment coefficient, the actual steering ratio is adjusted to obtain a transitional steering ratio, which allows for flexible adjustment of the wheel angles. Specifically, when turning left, the steering gain is increased, causing the wheels to turn slightly more than the intended angle. When turning right, the steering gain is decreased, causing the wheels to turn slightly less than the intended angle.

[0062] In actual application, the steering ratio corresponding to the current vehicle speed and the current actual steering wheel angle can be determined from a preset table based on the current vehicle speed and the current actual steering wheel angle.

[0063] However, it is not limited to determining the steering ratio corresponding to the current vehicle speed and the current actual steering wheel angle from a preset table based on the current vehicle speed and the current actual steering wheel angle. The required steering ratio corresponding to the current vehicle speed and the current actual steering wheel angle can also be determined through other forms.

[0064] For example, based on the current vehicle speed and the current actual steering wheel angle, the steering ratio corresponding to the current vehicle speed and the current actual steering wheel angle can be determined from a preset curve graph.

[0065] Of course, the vehicle speed and steering wheel angle can also be divided into intervals, so that each interval corresponds to a steering ratio. Subsequently, the intervals can be matched based on the current vehicle speed and the actual steering wheel angle at that time to determine the corresponding steering ratio.

[0066] Since the wheel angle rotates with the steering wheel, the wheel angle change can also be determined after determining the steering wheel angle change. Based on this, in an optional embodiment, the corresponding steering ratio can be adjusted based on the difference between the current actual steering wheel angle and the desired steering wheel angle corresponding to the current actual wheel angle, the wheel angle change, and a preset adjustment coefficient to obtain a transitional steering ratio.

[0067] Specifically, when the difference θ0 between the current actual steering wheel angle and the desired steering wheel angle corresponding to the current actual wheel angle is greater than 0, the following formula can be used to determine the transition steering ratio:

[0068]

[0069] When the difference θ0 between the current actual steering wheel angle and the desired steering wheel angle corresponding to the current actual wheel angle is less than or equal to 0, the following formula can be used to determine the transition steering ratio:

[0070]

[0071] Among them, Δδ fw is the wheel angle change.

[0072] Optionally, the preset adjustment coefficient is a fixed value, which can be determined based on experience and actual vehicle calibration results. For example, the preset adjustment coefficient can be in the range of 0.05 to 0.2.

[0073] Based on the difference between the current actual steering wheel angle and the desired steering wheel angle corresponding to the current actual wheel angle, the steering wheel angle change and the preset adjustment coefficient, the corresponding steering ratio is adjusted to obtain a transition steering ratio. The transition steering ratio obtained in this way is relatively accurate, and the vehicle's wheel angle change can be determined more accurately. This further enables the vehicle to turn left by an angle slightly larger than the desired angle when the vehicle turns left, and to turn right by an angle slightly smaller than the desired angle when the vehicle turns right. This allows the steering mapping relationship between the current actual steering wheel angle and the actual wheel angle to be aligned with the desired steering mapping relationship more quickly.

[0074] In step S305 , the wheel angle change is determined based on the current actual steering wheel angle and the transition steering ratio, and the wheel rotation of the vehicle is controlled based on the wheel angle change.

[0075] By controlling the vehicle's wheels to rotate to the angle corresponding to the wheel angle change, the wheels can be turned, achieving the purpose of timely taking over the vehicle.

[0076] Based on the difference between the current actual steering wheel angle and the desired steering wheel angle corresponding to the current actual wheel angle, and a preset adjustment coefficient, the steering ratio is adjusted to obtain a transitional steering ratio. The wheel angle change is then determined based on the current actual steering wheel angle and the transitional steering ratio. Based on this change, the vehicle's wheel rotation is controlled, achieving incremental control of the vehicle. That is, based on the current actual steering wheel angle and the actual wheel angle, if the driver turns the steering wheel to the left, the wheels will also turn left; if the driver turns the steering wheel to the right, the wheels will also turn right. This allows the driver to maintain immediate control of the vehicle's steering system after taking over the steering wheel.

[0077] In one embodiment, the steering wheel angle change may be determined based on the current actual steering wheel angle and the previous actual steering wheel angle; and the wheel angle change may be determined based on the steering wheel angle change and the transition steering ratio.

[0078] In conjunction with the actual scenario of this application, the current actual steering wheel angle may be the actual steering wheel angle after the driver vigorously rotates the steering wheel. Because the vehicle was in autonomous driving mode and the steering wheel muting function was enabled before the driver vigorously rotated the steering wheel, the previous actual steering wheel angle may be the steering wheel angle when the steering wheel was in the physical neutral position.

[0079] The steering wheel angle change can be determined based on the current actual steering wheel angle and the previous actual steering wheel angle. Since the transitional steering ratio is also the ratio of the steering wheel rotation angle to the wheel rotation angle, the wheel angle change can be determined relatively quickly based on the steering wheel angle change and the transitional steering ratio.

[0080] In an embodiment of the present application, if a vehicle in autonomous driving mode encounters an emergency, the driver can take over the vehicle by rotating the steering wheel. Therefore, when the difference between the monitored current actual steering wheel angle and the actual steering wheel angle at the previous moment is greater than a predetermined angle, the vehicle is controlled to switch from autonomous driving mode to a takeover transition mode. Since the desired steering mapping relationship represents the mapping relationship between the actual wheel angle and the desired steering wheel angle, in the takeover transition mode, the desired steering wheel angle corresponding to the current actual wheel angle can be determined based on the monitored current actual wheel angle and the desired steering relationship. Thus, the desired steering ratio can be adjusted based on the difference between the current actual steering wheel angle and the desired steering wheel angle corresponding to the current actual wheel angle and a preset adjustment coefficient to obtain a transition steering ratio. Furthermore, the wheel angle change can be determined based on the current actual steering wheel angle and the transition steering ratio, and wheel rotation can be controlled based on the wheel angle change, thereby achieving timely takeover of the vehicle in an emergency. It can be seen that the driver's emergency takeover causes the current actual steering wheel angle and the actual wheel angle to not satisfy the required steering mapping relationship. The present application controls the vehicle's driving by adjusting the corresponding steering ratio, so that the wheels will rotate in the direction of the steering wheel rotation, thereby realizing the angle incremental control of the vehicle's steering system, ensuring the priority and timeliness of the driver's control over the vehicle's steering, and making the vehicle safer.

[0081] like Figure 4 As shown, another embodiment of the present application provides a vehicle control method, which includes steps S401 to S404.

[0082] In step S401, based on the difference between the current actual steering wheel angle and the expected steering wheel angle corresponding to the current actual wheel angle, and the expected steering mapping relationship, a transition steering mapping relationship is constructed. The transition steering mapping relationship is used to characterize the mapping relationship between the actual steering wheel angle and the expected wheel angle.

[0083] The desired steering mapping relationship represents the mapping relationship between the actual wheel angle and the desired steering wheel angle. Therefore, the desired steering mapping relationship can be expressed as θ = f(δ), where the desired steering wheel angle is a function of the actual wheel angle. Because the driver's forceful steering wheel rotation disrupts the mapping relationship between the steering wheel angle and the wheel angle, there is a certain difference between the current actual steering wheel angle and the desired steering wheel angle corresponding to the current actual wheel angle. Based on this, a mapping relationship between the actual steering wheel angle and the desired wheel angle can be constructed.

[0084] For example, based on θ=f(δ)+θ0, a transition steering mapping relationship is constructed, where θ0 is the difference between the current actual steering wheel angle and the expected steering wheel angle corresponding to the current actual wheel angle, f(δ) is used to represent the expected steering mapping relationship, and θ is the current actual steering wheel angle.

[0085] Based on the difference between the current actual steering wheel angle and the desired steering wheel angle corresponding to the current actual wheel angle, a mapping relationship between the actual steering wheel angle and the desired wheel angle can be constructed more accurately and quickly.

[0086] In step S402 , it is determined whether the transition steering mapping relationship is consistent with the required steering mapping relationship.

[0087] There are multiple ways to determine whether the transition steering mapping relationship is consistent with the required steering mapping relationship.

[0088] In one embodiment, based on the updated actual wheel angle and the expected steering mapping relationship, the expected steering wheel angle corresponding to the updated actual wheel angle is determined, and the updated actual wheel angle is the angle of the wheel after the wheel rotation is controlled based on the wheel angle change; when the difference between the current actual steering wheel angle and the expected steering wheel angle corresponding to the updated actual wheel angle is less than or equal to a first predetermined value, it is determined that the transition steering mapping relationship is consistent with the expected steering mapping relationship.

[0089] Optionally, the first predetermined value can be set according to actual conditions, which is not limited in this application.

[0090] Since the expected steering mapping relationship is used to represent the mapping relationship between the actual wheel angle and the expected steering wheel angle, the expected steering wheel angle corresponding to the updated actual wheel angle can be determined based on the updated actual wheel angle and the expected steering mapping relationship. Based on the difference between the current actual steering wheel angle and the expected steering wheel angle corresponding to the updated actual wheel angle, it is determined that the transition steering mapping relationship is consistent with the expected steering mapping relationship. In this way, it can be quickly and accurately determined that the transition steering mapping relationship is consistent with the expected steering mapping relationship.

[0091] In another embodiment, if the current actual steering wheel angle is regarded as the current desired steering wheel angle and the updated actual wheel angle is regarded as the updated desired wheel angle, the actual wheel angle corresponding to the current actual steering wheel angle can be determined based on the current actual steering wheel angle and the desired steering mapping relationship; when the difference between the updated actual wheel angle and the actual wheel angle corresponding to the current actual steering wheel angle is less than or equal to a second predetermined value, it is determined that the transition steering mapping relationship is consistent with the desired steering mapping relationship. In this way, it is also possible to quickly and accurately determine that the transition steering mapping relationship is consistent with the desired steering mapping relationship.

[0092] Optionally, the second predetermined value can be set according to actual conditions, which is not limited in this application.

[0093] In step S403, if there is inconsistency, enter the step of adjusting the steering ratio based on the difference between the current actual steering wheel angle and the steering wheel angle corresponding to the current actual wheel angle and the preset adjustment coefficient to obtain the transition steering ratio step.

[0094] After obtaining the transitional steering ratio, a wheel angle change can be determined based on the continuously monitored current actual steering wheel angle and the transitional steering ratio, and wheel rotation can be controlled again based on the wheel angle change. Thereafter, a transitional steering mapping relationship is reconstructed based on the difference between the continuously monitored current actual steering wheel angle and the desired steering wheel angle corresponding to the continuously monitored current actual steering wheel angle, thereby determining whether the reconstructed transitional steering mapping relationship is consistent with the desired steering mapping relationship.

[0095] After the above-mentioned multiple steering cycles, the mapping relationship between the actual steering wheel angle and the actual wheel angle will be aligned with the expected steering mapping relationship, so that the vehicle can be restored to the initial human-operated driving mode.

[0096] In step S404, if they are consistent, exit the takeover transition mode, continue to monitor the current actual steering wheel angle, and determine the wheel angle change based on the continued monitoring of the current actual steering wheel angle and the required steering ratio, and control the vehicle's wheel rotation based on the wheel angle change.

[0097] Based on the continued monitoring of the current actual steering wheel angle and the required steering ratio, the wheel angle change is determined, and based on the wheel angle change, the vehicle's wheel rotation is controlled, that is, the vehicle can be restored to the initial human-operated driving mode.

[0098] Based on the difference between the current actual steering wheel angle and the desired steering wheel angle corresponding to the current actual wheel angle, as well as the desired steering mapping, a transitional steering mapping can be constructed. A determination is then made as to whether the transitional steering mapping is consistent with the desired steering mapping, thereby determining whether to continue correcting the wheel angle corresponding to the current actual steering wheel angle. This allows for a more accurate determination of whether to continue correcting the wheel angle corresponding to the current actual steering wheel angle, avoiding excessive corrections to the wheel angle corresponding to the current actual steering wheel angle, and further aligning the transitional steering mapping with the desired steering mapping as quickly as possible.

[0099] In one embodiment, upon receiving a target instruction, the vehicle is controlled to switch to the automatic driving mode based on the target instruction, where the target instruction is used to represent an instruction for controlling the vehicle to switch to the automatic driving mode.

[0100] In the process of correcting the relationship between the current actual steering wheel angle and the current actual wheel angle, if the vehicle has escaped from a dangerous state or the driver no longer takes over the vehicle, the vehicle can be controlled to switch to automatic driving mode through target instructions. This allows the vehicle to exit the takeover transition mode more flexibly as needed, giving the driver a better driving experience.

[0101] The vehicle control method of the present application identifies the driver's intention to take over the vehicle by determining that the current actual steering wheel angle is greater than or equal to a predetermined angle and the target torque is greater than or equal to the target torque. After confirming the driver's intention to take over the vehicle, the current actual steering wheel angle and the current actual wheel angle are recorded, and the takeover transition mode is immediately entered. In the takeover transition mode, incremental control is performed on the steering wheel to immediately respond to the driver's intention to turn the steering wheel vigorously, ensuring the driver's priority and timeliness of vehicle steering control. After the vehicle enters the takeover transition mode, the steering gains of the steering wheel to the left and right are asymmetrically changed based on the state of the vehicle at the time of takeover, and the mapping relationship error caused by the misalignment of the steering wheel angle and the wheel angle at the moment of takeover is gradually corrected without affecting the driver's normal driving. Relative position correction is only performed when the driver operates the steering wheel to ensure that the vehicle can be restored to the proper steering mapping relationship after a limited cumulative angle.

[0102] like Figure 5As shown, in the automatic driving mode, the wheels steer based on the ADAS (Advanced Driver Assistance System, ADAS) angle command. In the takeover transition mode, the vehicle no longer steers based on the ADAS angle command, but steers based on the steering wheel angle. From the moment the driver intervenes, as time goes by, the steering wheel angle and the steering pinion angle gradually align. When the angle synchronization is completed, the steering wheel angle and the steering pinion angle are aligned, that is, the current actual steering wheel angle and the current actual wheel angle are restored to the steering mapping relationship that should be. When the steering wheel angle is aligned with the steering pinion angle, the vehicle begins to enter the human-operated driving mode. From Figure 5 It can be seen that when the vehicle is in takeover transition mode and human driving mode, the wheel rotation is controlled based on the steering wheel angle.

[0103] The steering pinion angle refers to the rotation angle of the steering rack. When the driver turns the steering wheel, the steering rack rotates and drives the rack to move linearly. The angle change caused by this rack movement is the steering pinion angle.

[0104] When the vehicle is in an emergency and the driver urgently needs to take over the steering wheel, he can immediately control the vehicle steering system by turning the steering wheel vigorously. Therefore, the vehicle control method of the present application can achieve the effect of rapid takeover.

[0105] For a period of time after the driver takes over the vehicle, although the steering wheel angle and wheel angle are not immediately aligned with the required steering mapping, if the driver turns the steering wheel to the left, the wheels will also turn left; if the driver turns the steering wheel to the right, the wheels will also turn right; if the driver keeps the steering wheel stationary, the wheels will also stay stationary. Therefore, the vehicle control method of the present application can ensure monotonic mapping in the short period after taking over.

[0106] After multiple steering cycles, the mapping relationship between the steering wheel angle and the wheel angle will align with the required steering mapping relationship, and the vehicle will return to the initial human-controlled driving mode. Therefore, the vehicle control method of the present application can ensure that the steering system mapping relationship is restored after a certain period of time.

[0107] Based on the same inventive concept, the embodiment of the present application also provides a vehicle control device. Figure 6 The vehicle control device provided in the embodiments of the present application is described in detail.

[0108] Figure 6 It is a structural schematic diagram of a vehicle control device provided in an embodiment of the present application.

[0109] like Figure 6As shown, the vehicle control device 600 may include a monitoring module 610 , a first control module 620 , a determination module 630 , an adjustment module 640 and a second control module 650 .

[0110] A monitoring module 610 may be configured to monitor, when the vehicle is in the autonomous driving mode, a current actual steering wheel angle, a current actual wheel angle, and a current angle difference, where the current angle difference is the difference between the current actual steering wheel angle and the actual steering wheel angle at a previous moment;

[0111] The first control module 620 may be configured to control the vehicle to switch from the automatic driving mode to the takeover transition mode when the current angle difference is greater than a predetermined angle;

[0112] A determination module 630 may be configured to determine, in a takeover transition mode, a desired steering wheel angle corresponding to the current actual wheel angle based on a current actual wheel angle and a desired steering mapping relationship, wherein the desired steering mapping relationship represents a mapping relationship between the actual wheel angle and the desired steering wheel angle;

[0113] An adjustment module 640 may be configured to adjust the current steering ratio based on a difference between the current actual steering wheel angle and the desired steering wheel angle corresponding to the current actual wheel angle and a preset adjustment coefficient to obtain a transitional steering ratio;

[0114] The second control module 650 may be configured to determine a wheel angle change based on a current actual steering wheel angle and a transition steering ratio, and control the rotation of the vehicle's wheels based on the wheel angle change.

[0115] In one embodiment, the vehicle control device further includes a construction module and a judgment module. The construction module may be configured to, after determining a desired steering wheel angle corresponding to the current actual wheel angle based on the current actual wheel angle and the desired steering mapping relationship, adjust the desired steering ratio based on the difference between the current actual steering wheel angle and the desired steering wheel angle corresponding to the current actual wheel angle and a preset adjustment coefficient to obtain a transitional steering ratio, and then construct a transitional steering mapping relationship based on the difference between the current actual steering wheel angle and the desired steering wheel angle corresponding to the current actual wheel angle, and the desired steering mapping relationship, the transitional steering mapping relationship being used to represent a mapping relationship between the actual steering wheel angle and the desired wheel angle; and the judgment module may be configured to determine whether the transitional steering mapping relationship is consistent with the desired steering mapping relationship; if not, enter a step of adjusting the desired steering ratio based on the difference between the current actual steering wheel angle and the desired steering wheel angle corresponding to the current actual wheel angle and the preset adjustment coefficient; if consistent, exit the takeover transition mode, continue monitoring the current actual steering wheel angle, determine a wheel angle change based on the continuously monitored current actual steering wheel angle and the desired steering ratio, and control the vehicle wheel rotation based on the wheel angle change.

[0116] In one embodiment, the adjustment module can be used to adjust the sw ≥0, based on i * =f(v x ,θ sw )*(1+α), the transition steering ratio is obtained; when θ0>0 and Δθ sw <0, based on i * =f(v x ,θ sw )*(1-α), the transition steering ratio is obtained; when θ0≤0 and Δθ sw <0, based on i * =f(v x ,θ sw )*(1+α), and get the transition steering ratio; when θ0≤0 and Δθ sw ≥0, based on i * =f(v x ,θ sw )*(1-Δ) to obtain the transition steering ratio; where θ0 is used to represent the difference between the current actual steering wheel angle and the steering wheel angle corresponding to the current actual wheel angle, Δθ sw It is used to indicate the change in steering wheel angle, Δ is used to indicate the preset adjustment coefficient, i * Used to express the transition steering ratio, f(v x ,θ sw) is used to express the relationship between the current vehicle speed, the current actual steering wheel angle and the steering ratio. x Used to indicate the current vehicle speed, θ sw Used to indicate the current actual steering wheel angle.

[0117] In one embodiment, the second control module can also be used to determine the steering wheel angle change based on the current actual steering wheel angle and the previous actual steering wheel angle; and determine the wheel angle change based on the steering wheel angle change and the transition steering ratio.

[0118] In one embodiment, the construction module can also be used to construct a transition steering mapping relationship based on θ=f(δ)+θ0, where θ0 is the difference between the current actual steering wheel angle and the expected steering wheel angle corresponding to the current actual wheel angle, f(δ) is used to represent the expected steering mapping relationship, and θ is the current actual steering wheel angle.

[0119] In one embodiment, the judgment module can also be used to determine the steering wheel angle that should correspond to the updated actual wheel angle based on the updated actual wheel angle and the steering mapping relationship that should be applied, where the updated actual wheel angle is the wheel angle after the vehicle's wheel rotation is controlled based on the wheel angle change; when the difference between the current actual steering wheel angle and the steering wheel angle that should correspond to the updated actual wheel angle is less than or equal to a first predetermined value, the transition steering mapping relationship is determined to be consistent with the steering mapping relationship that should be applied.

[0120] In one embodiment, the first control module is also used to monitor the target torque acting on the steering wheel; when the current angle difference is greater than a predetermined angle and the target torque is greater than or equal to the predetermined torque, the vehicle is controlled to switch from the automatic driving mode to the takeover transition mode.

[0121] Figure 7 A schematic diagram of the hardware structure of an electronic device provided in an embodiment of the present application is shown.

[0122] The electronic device may include a processor 701 and a memory 702 storing computer program instructions.

[0123] Specifically, the processor 701 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.

[0124] The memory 702 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. Where appropriate, the memory 702 may include removable or non-removable (or fixed) media. Where appropriate, the memory 702 may be inside or outside the integrated gateway disaster recovery device. In a specific embodiment, the memory 702 is a non-volatile solid-state memory.

[0125] 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, generally, 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 application.

[0126] The processor 701 implements any one of the vehicle control methods in the above embodiments by reading and executing computer program instructions stored in the memory 702 .

[0127] In one example, the electronic device may further include a communication interface 703 and a bus 710. Figure 7 As shown, the processor 701, the memory 702, and the communication interface 703 are connected via a bus 710 and communicate with each other.

[0128] The communication interface 703 is mainly used to implement communication between various modules, devices, units and / or equipment in the embodiments of the present application.

[0129] Bus 710 comprises hardware, software or both, and components are coupled together.For example, and not limitation, bus can comprise accelerated graphics port (AGP) or other graphics bus, enhanced industry standard architecture (EISA) bus, front side bus (FSB), hypertransport (HT) interconnection, industry 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 suitable cases, bus 710 can comprise one or more buses.Although the present application embodiment describes and shows specific bus, the application considers any suitable bus or interconnection.

[0130] The electronic device can execute the vehicle control method in the embodiment of the present application, thereby achieving Figure 3 and Figure 4 A vehicle control method is described.

[0131] In addition, in conjunction with the vehicle control method in the above embodiments, the present application can provide a computer storage medium for implementation. The computer storage medium stores computer program instructions; when the computer program instructions are executed by a processor, any one of the vehicle control methods in the above embodiments is implemented.

[0132] An embodiment of the present application also provides a computer program product, including a computer program, which implements any one of the vehicle control methods in the above embodiments when the computer program is processed and executed.

[0133] It should be understood that the present application is not limited to the specific configurations and processes described above and illustrated in the figures. For the sake of brevity, a detailed description of known methods is omitted here. In the above embodiments, several specific steps are described and illustrated as examples. However, the method process of the present application is not limited to the specific steps described and illustrated. Those skilled in the art can make various changes, modifications, and additions, or change the order of the steps after understanding the spirit of the present application.

[0134] The functional blocks shown in the above-described 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 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 that can store or transmit information. Examples of machine-readable media include electronic circuits, semiconductor memory devices, ROMs, flash memories, erasable ROMs (EROMs), 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.

[0135] 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. In other words, the steps can be performed in the order mentioned in the embodiments, or in a different order, or several steps can be performed simultaneously.

[0136] Aspects of the present disclosure have been described above with reference to the flowcharts and / or block diagrams of the methods, devices (systems) and computer program products according to the embodiments 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 data processing device to produce a machine so that these instructions executed by the processor of the computer or other programmable data processing 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 is also understood that each box in the block diagram and / or flowchart and the combination of the boxes in the block diagram and / or flowchart can also be implemented by dedicated hardware that performs the specified function or action, or can be implemented by a combination of dedicated hardware and computer instructions.

[0137] The above description is only a specific embodiment of the present application. Those skilled in the art will clearly understand that for the convenience and brevity 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 scope of protection of the present application is not limited thereto. Any person skilled in the art can easily think of various equivalent modifications or replacements within the technical scope disclosed in the present application, and these modifications or replacements should be included in the scope of protection of the present application.

Claims

1. A vehicle control method, characterized in that: include: When the vehicle is in the automatic driving mode, monitoring a current actual steering wheel angle, a current actual wheel angle, and a current angle difference, where the current angle difference is the difference between the current actual steering wheel angle and the actual steering wheel angle at a previous moment; When the current angle difference is greater than a predetermined angle, controlling the vehicle to switch from the automatic driving mode to a takeover transition mode; In the takeover transition mode, determining a desired steering wheel angle corresponding to the current actual wheel angle based on a mapping relationship between the current actual wheel angle and a desired steering wheel angle, wherein the desired steering wheel angle mapping relationship is used to represent a mapping relationship between the actual wheel angle and the desired steering wheel angle; Based on the difference between the current actual steering wheel angle and the desired steering wheel angle corresponding to the current actual wheel angle and a preset adjustment coefficient, adjusting the corresponding steering ratio to obtain a transition steering ratio; Based on the current actual steering wheel angle and the transition steering ratio, a wheel angle change is determined, and based on the wheel angle change, the wheel rotation of the vehicle is controlled.

2. The method according to claim 1, characterized in that After determining a desired steering wheel angle corresponding to the current actual wheel angle based on a mapping relationship between the current actual wheel angle and the desired steering, and before adjusting the desired steering ratio based on a difference between the current actual steering wheel angle and the desired steering wheel angle corresponding to the current actual wheel angle and a preset adjustment coefficient to obtain a transitional steering ratio, the method further includes: Constructing a transitional steering mapping relationship based on a difference between the current actual steering wheel angle and the desired steering wheel angle corresponding to the current actual wheel angle, and the desired steering mapping relationship, wherein the transitional steering mapping relationship is used to represent a mapping relationship between the actual steering wheel angle and the desired wheel angle; Determining whether the transitional steering mapping relationship is consistent with the required steering mapping relationship; If they are inconsistent, entering a step of adjusting the desired steering ratio based on a difference between the current actual steering wheel angle and the desired steering wheel angle corresponding to the current actual wheel angle and the preset adjustment coefficient; If they are consistent, exit the takeover transition mode, continue to monitor the current actual steering wheel angle, and determine the wheel angle change based on the continued monitoring of the current actual steering wheel angle and the required steering ratio, and control the wheel rotation of the vehicle based on the wheel angle change.

3. The method according to claim 1, characterized in that Based on the difference between the current actual steering wheel angle and the desired steering wheel angle corresponding to the current actual wheel angle and a preset adjustment coefficient, the corresponding steering ratio is adjusted to obtain a transition steering ratio, including: When θ0>0 and Δθ sw ≥0, based on i * =f(v x ,θ sw )*(1+α), to obtain the transition steering ratio; When θ0>0 and Δθ sw <0, based on i * =f(v x ,θ sw )*(1-α), to obtain the transition steering ratio; When θ0≤0 and Δθ sw <0, based on i * =f(v x ,θ sw )*(1+α), to obtain the transition steering ratio; When θ0≤0 and Δθ sw ≥0, based on i * =f(v x ,θ sw )*(1-α), to obtain the transition steering ratio; Wherein, θ0 is used to represent the difference between the current actual steering wheel angle and the steering wheel angle corresponding to the current actual wheel angle, Δθ sw is used to represent the steering wheel angle change, α is used to represent the preset adjustment coefficient, i * Used to express the transition steering ratio, f(v x ,θ sw ) is used to represent the relationship between the current vehicle speed and the current actual steering wheel angle and the desired steering ratio, v x Used to indicate the current vehicle speed, θ sw Used to indicate the current actual steering wheel angle.

4. The method according to claim 1, wherein Determining a wheel angle change based on the current actual steering wheel angle and the transition steering ratio includes: determining a steering wheel angle change based on the current actual steering wheel angle and the previous actual steering wheel angle; The wheel angle change is determined based on the steering wheel angle change and the transition steering ratio.

5. The method according to claim 2, characterized in that Constructing a transition steering mapping relationship based on a difference between the current actual steering wheel angle and the desired steering wheel angle corresponding to the current actual wheel angle, and the desired steering mapping relationship, including: Based on θ=f(δ)+θ0, the transition steering mapping relationship is constructed, where θ0 is the difference between the current actual steering wheel angle and the expected steering wheel angle corresponding to the current actual wheel angle, f(δ) is used to represent the expected steering mapping relationship, and θ is the current actual steering wheel angle.

6. The method according to claim 2, characterized in that Determining whether the transitional steering mapping relationship is consistent with the required steering mapping relationship includes: determining a desired steering wheel angle corresponding to the updated actual wheel angle based on the updated actual wheel angle and the desired steering mapping relationship, wherein the updated actual wheel angle is the wheel angle after the wheel of the vehicle is controlled to rotate based on the wheel angle change; When the difference between the current actual steering wheel angle and the expected steering wheel angle corresponding to the updated actual wheel angle is less than or equal to a first predetermined value, it is determined that the transition steering mapping relationship is consistent with the expected steering mapping relationship.

7. The method according to any one of claims 1 to 6, characterized in that When the current angle difference is greater than a predetermined angle, controlling the vehicle to switch from the automatic driving mode to a takeover transition mode includes: Monitor the target torque acting on the steering wheel; When the current angle difference is greater than the predetermined angle and the target torque is greater than or equal to the predetermined torque, the vehicle is controlled to switch from the automatic driving mode to the takeover transition mode.

8. A vehicle control device, characterized in that: include: a monitoring module, configured to monitor, when the vehicle is in the automatic driving mode, a current actual steering wheel angle, a current actual wheel angle, and a current angle difference, wherein the current angle difference is a difference between the current actual steering wheel angle and the actual steering wheel angle at a previous moment; a first control module, configured to control the vehicle to switch from the automatic driving mode to a takeover transition mode when the current angle difference is greater than a predetermined angle; a determination module configured to determine, in the takeover transition mode, a desired steering wheel angle corresponding to the current actual wheel angle based on a mapping relationship between the current actual wheel angle and a desired steering wheel angle, wherein the desired steering wheel angle mapping relationship is used to represent a mapping relationship between the actual wheel angle and the desired steering wheel angle; an adjustment module, configured to adjust the corresponding steering ratio based on a difference between the current actual steering wheel angle and a desired steering wheel angle corresponding to the current actual wheel angle and a preset adjustment coefficient, to obtain a transitional steering ratio; The second control module is used to determine a wheel angle change based on the current actual steering wheel angle and the transition steering ratio, and control the rotation of the vehicle's wheels based on the wheel angle change.

9. A computer-readable storage medium, characterized in that The computer-readable storage medium stores computer program instructions, which, when executed by a processor, implement the vehicle control method according to any one of claims 1 to 7.

10. A computer program product, characterized in that When the instructions in the computer program product are executed by a processor of an electronic device, the electronic device is caused to execute the vehicle control method according to any one of claims 1 to 7.

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