Vehicle control methods, devices, computer storage media and program products

Abstract

This application discloses a vehicle control method, device, computer storage medium, and program product. The method includes: controlling the vehicle to switch from an automatic driving mode to a takeover transition mode when the current angle difference is greater than a predetermined angle; in the takeover transition mode, determining the appropriate steering wheel angle corresponding to the current actual wheel angle based on the current actual wheel angle and the appropriate steering mapping relationship, the appropriate steering mapping relationship being used to characterize the mapping relationship between the actual wheel angle and the appropriate steering wheel angle; adjusting the steering ratio based on the difference between the current actual steering wheel angle and the appropriate steering wheel angle corresponding to the current actual wheel angle and a preset adjustment coefficient to obtain a transition steering ratio; determining the wheel angle change amount 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 amount, enabling the driver to control the vehicle in a timely manner.

Description

Technical Field

[0001] This 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 Technology

[0002] With the rapid development of the intelligent field, autonomous driving technology has emerged. However, the complexity of road traffic environments introduces some uncertainties 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, and the vehicle's steering system will steer based on autonomous driving commands, with the steering wheel in a neutral position.

[0004] In an emergency, drivers often turn the steering wheel sharply to control the vehicle, which disrupts the mapping relationship between the actual steering wheel angle and the actual wheel angle, causing the vehicle to fail to follow the driver's instructions and leading to safety issues. Summary of the Invention

[0005] This application provides a vehicle control method, device, computer storage medium, and program product, enabling the driver to control the vehicle in a timely manner.

[0006] In a first aspect, embodiments of this application provide a vehicle control method, comprising: when the vehicle is in an autonomous driving mode, monitoring the current actual steering wheel angle, the current actual wheel angle, and the current angle difference, wherein the current angle difference is the difference between the current actual steering wheel angle and the previous actual steering wheel angle; when the current angle difference is greater than a predetermined angle, controlling the vehicle to switch from the autonomous driving mode to a takeover transition mode; in the takeover transition mode, determining the appropriate steering wheel angle corresponding to the current actual wheel angle based on the current actual wheel angle and the appropriate steering mapping relationship, wherein the appropriate steering mapping relationship is used to characterize the mapping relationship between the actual wheel angle and the appropriate steering wheel angle; adjusting the steering ratio based on the difference between the current actual steering wheel angle and the appropriate steering wheel angle corresponding to the current actual wheel angle and a preset adjustment coefficient to obtain a transition steering ratio; determining the wheel angle change based on the current actual steering wheel angle and the transition steering ratio; and controlling the rotation of the vehicle's wheels based on the wheel angle change.

[0007] In an optional embodiment of the first aspect, after determining the required steering wheel angle corresponding to the current actual wheel angle based on the current actual wheel angle and the required steering mapping relationship, and before adjusting the steering ratio based on the difference between the current actual steering wheel angle and the required steering wheel angle corresponding to the current actual wheel angle and a preset adjustment coefficient to obtain the transition steering ratio, the method further includes: constructing a transition steering mapping relationship based on the difference between the current actual steering wheel angle and the required steering wheel angle corresponding to the current actual wheel angle and the required steering mapping relationship, wherein the transition steering mapping relationship is used to characterize the mapping relationship between the actual steering wheel angle and the required wheel angle; determining whether the transition steering mapping relationship is consistent with the required steering mapping relationship; if inconsistent, proceeding to the step of adjusting the steering ratio based on the difference between the current actual steering wheel angle and the required steering wheel angle corresponding to the current actual wheel angle and a 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 continuously monitored current actual steering wheel angle and the required steering ratio, and controlling the rotation of the vehicle wheels 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 corresponding required steering wheel angle and a preset adjustment coefficient, the steering ratio is adjusted to obtain a transition steering ratio, including: when θ0>0 and Δθ sw When ≥0, based on i * =f(v x ,θ sw )*(1+α), to obtain the transition steering ratio; when θ0>0 and Δθ sw When <0, based on i * =f(v x ,θ sw )*(1-α), to obtain the transition steering ratio; when θ0≤0 and Δθ sw When <0, based on i * =f(v x ,θ sw )*(1+Δ) yields the transition steering ratio; when θ0≤0 and Δθ sw When ≥0, based on i * =f(v x ,θ sw )*(1-α), to obtain the transition steering ratio; where θ0 is used to represent the difference between the current actual steering wheel angle and the expected steering wheel angle corresponding to the current actual wheel angle, Δθ sw Used to represent the change in steering wheel angle, α is used to represent the preset adjustment coefficient, i * Used to represent the transition steering ratio, f(v) x ,θsw (v) is used to represent the relationship between the current vehicle speed and the current actual steering wheel angle and the required steering ratio. x θ is used to represent the current vehicle speed. sw Used to indicate the current actual steering wheel angle.

[0009] In an optional embodiment of the first aspect, determining the wheel angle change based on the current actual steering wheel angle and the transition steering ratio includes: determining the steering wheel angle change based on the current actual steering wheel angle and the previous actual steering wheel angle; and 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 transitional steering mapping relationship is constructed based on the difference between the current actual steering wheel angle and the current actual wheel angle corresponding to the required steering wheel angle, and the required steering mapping relationship, including: constructing a transitional steering mapping relationship based on θ = f(δ) + θ0, where θ0 is the difference between the current actual steering wheel angle and the current actual wheel angle corresponding to the required steering wheel angle, f(δ) is used to represent the required steering mapping relationship, and θ is the current actual steering wheel angle.

[0011] In an optional embodiment of the first aspect, determining whether the transitional steering mapping relationship is consistent with the intended steering mapping relationship includes: determining the intended steering wheel angle corresponding to the updated actual wheel angle based on the updated actual wheel angle and the intended steering mapping relationship, wherein the updated actual wheel angle is the wheel angle after the vehicle's wheels are rotated based on the wheel angle change; and determining that the transitional steering mapping relationship is consistent with the intended steering mapping relationship if the difference between the current actual steering wheel angle and the intended steering wheel angle corresponding to the updated actual wheel angle is less than or equal to a first predetermined value.

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

[0013] Secondly, embodiments of this application provide a vehicle control device, comprising: a monitoring module, configured to monitor the current actual steering wheel angle, the current actual wheel angle, and the current angle difference when the vehicle is in autonomous driving mode, wherein the current angle difference is the difference between the current actual steering wheel angle and the previous actual steering wheel angle; a first control module, configured to control the vehicle to switch from autonomous driving mode to a takeover transition mode when the current angle difference is greater than a predetermined angle; a determination module, configured to determine the required steering wheel angle corresponding to the current actual wheel angle based on the current actual wheel angle and the required steering mapping relationship in the takeover transition mode, wherein the required steering mapping relationship is used to characterize the mapping relationship between the actual wheel angle and the required steering wheel angle; an adjustment module, configured to adjust the steering ratio based on the difference between the current actual steering wheel angle and the required steering wheel angle corresponding to the current actual wheel angle and a preset adjustment coefficient, thereby obtaining a transition steering ratio; and a second control module, configured to determine the 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.

[0014] Thirdly, embodiments of this application provide a computer-readable storage medium storing computer program instructions, which, when executed by a processor, implement the vehicle control method of the first aspect.

[0015] Fourthly, embodiments of this application provide a computer program product in which instructions, when executed by a processor of an electronic device, cause the electronic device to perform the vehicle control method of the first aspect.

[0016] In the embodiments of this 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 previous actual steering wheel angle is greater than a predetermined angle, the vehicle is controlled to switch from autonomous driving mode to takeover transition mode. Since the required steering mapping relationship represents the mapping relationship between the actual wheel angle and the required steering wheel angle, in the takeover transition mode, based on the monitored current actual wheel angle and the required steering relationship, the required 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 required steering wheel angle corresponding to the current actual wheel angle, and a preset adjustment coefficient, the corresponding steering ratio can be adjusted to obtain a transition steering ratio. Furthermore, based on the current actual steering wheel angle and the transition steering ratio, the amount of wheel angle change can be determined, and based on the amount of wheel angle change, the wheel rotation can be controlled, thus realizing timely takeover of the vehicle in an emergency. It is evident that an emergency takeover by the driver will cause the actual steering wheel angle and the actual wheel angle to deviate from the required steering mapping relationship. This application controls vehicle movement by adjusting the corresponding steering ratio, so that the wheels will turn in the direction of the steering wheel rotation, thus achieving incremental angle control of the vehicle steering system. This ensures the priority and timeliness of the driver's steering control, resulting in higher vehicle safety. Attached Figure Description

[0017] 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.

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

[0019] Figure 2 This is a schematic diagram of the signal flow under the takeover transition mode provided in one embodiment of this application;

[0020] Figure 3 This is a schematic flowchart of a vehicle control method provided in one embodiment of this application;

[0021] Figure 4 This is a schematic flowchart of a vehicle control method provided in another embodiment of this application;

[0022] Figure 5 This is a schematic diagram illustrating the process of aligning the steering wheel angle with the wheel angle according to another embodiment of this application;

[0023] Figure 6This is a schematic diagram of the structure of a vehicle control device provided in one embodiment of this application;

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

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

[0026] 101. Road sensor motor; 102. Reducer; 103. Steering 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 Implementation

[0027] The features and exemplary embodiments of various aspects of this application will be described in detail below. To make the objectives, technical solutions, and advantages of this application clearer, the application will be further described in detail below with reference to the accompanying drawings and specific embodiments. It should be understood that the specific embodiments described herein are only intended to explain this application and not to limit it. For those skilled in the art, this application can be implemented without some of these specific details. The following description of the embodiments is merely to provide a better understanding of this application by illustrating examples.

[0028] 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 terms "comprising," "including," or any other variations thereof are 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..." does not exclude the presence of additional identical elements in the process, method, article, or apparatus that includes said element.

[0029] The automotive industry is constantly evolving, from traditional gasoline-powered vehicles to new energy vehicles and autonomous vehicles. The steering system has also undergone a development process, from mechanical steering systems to hydraulic power steering systems, and then to electric power steering systems. Currently, many vehicles use electric power steering systems. However, with the development of automotive intelligence, steer-by-wire systems will become the next generation of steering systems.

[0030] The complexity of road traffic environments introduces uncertainties to the safety of autonomous driving. Currently, the autonomous vehicles applying for testing possess both autonomous and manual driving modes. Therefore, designing controlled strategies for both assisted driving and autonomous driving based on the steer-by-wire system is of significant research importance. The force feedback steering wheel is a crucial component of the steer-by-wire assisted driving system.

[0031] like Figure 1 The diagram shows the hardware structure of a steer-by-wire system. This system includes a road feel motor 101, a reducer 102, a steering column 103, torque and angle sensors 104, a steering wheel 105, a steering motor 106, a steering rack 107, and wheels 108. Compared to common electric power steering systems, the steer-by-wire system eliminates the mechanical connection between the steering wheel 105 and the steering rack 107 on the chassis. It uses two motors instead of the mechanical connection between the steering wheel and wheels, connected by a wiring harness. This improves both the vehicle's steering performance and passive safety in the event of an accident. Because the mechanical connection between the steering wheel and wheels is eliminated, the corresponding steering control strategies become more diverse.

[0032] In autonomous driving mode, the steering wheel can remain silent. While the vehicle's steering system steers based on autonomous driving commands, the steering wheel remains stationary in the center position and can be folded. This eliminates interference caused by steering wheel vibration and return to center during automatic steering, thereby significantly reducing driver fatigue and improving the driver's experience in autonomous driving mode.

[0033] When the steering wheel is in a static state, it remains stationary in the center position regardless of the wheel's direction. In this case, the mapping between the actual steering wheel angle and the actual wheel angle does not meet the required steering mapping relationship. Therefore, when the driver needs to take over the vehicle, they often need to input a takeover command via a button or other means. This will align the current actual steering wheel angle with the current actual wheel angle, and only after the current actual steering wheel angle is aligned with the current actual wheel angle can the driver begin driving.

[0034] However, in an emergency, due to driving habits and instinctive reactions, drivers often grab the steering wheel and turn it sharply to control the vehicle. In this situation, the lack of a steering wheel to align with the actual wheel angle disrupts the mapping between the actual steering wheel angle and the actual wheel angle, causing the vehicle to fail to follow the driver's instructions and leading to safety issues.

[0035] This application provides 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 control by rotating the steering wheel. Therefore, when the difference between the monitored current actual steering wheel angle and the previous actual steering wheel angle is greater than a predetermined angle, the vehicle is controlled to switch from autonomous driving mode to a takeover transition mode. Since the required steering mapping relationship characterizes the mapping relationship between the actual wheel angle and the required steering wheel angle, in the takeover transition mode, based on the monitored current actual wheel angle and the required steering relationship, the required 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 required steering wheel angle corresponding to the current actual wheel angle, and a preset adjustment coefficient, the corresponding steering ratio can be adjusted to obtain a transition steering ratio. Furthermore, based on the current actual steering wheel angle and the transition steering ratio, the wheel angle change can be determined, and based on the wheel angle change, wheel rotation can be controlled, thus enabling timely takeover of the vehicle in an emergency. It is evident that due to the driver's emergency takeover, the actual steering wheel angle and the actual wheel angle no longer meet the required steering mapping relationship. This application controls vehicle movement by adjusting the corresponding steering ratio, so that the wheels will turn in the direction of the steering wheel rotation, thus achieving incremental angle control of the vehicle steering system, ensuring the driver's priority and timeliness in controlling the vehicle's steering, 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 2This is a schematic diagram of the signal flow under the takeover transition mode provided in an embodiment of this 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 this application can be applied to the steering wheel control system 201. The steering wheel control system 201 can receive steering wheel angle signals and steering wheel torque signals sent by the steering wheel sensor 202. The steering wheel control system 201 can also receive the vehicle's current speed signal and autonomous driving angle command signal sent by the vehicle CAN bus 204. The steering wheel control system 201 can also receive steering motor torque signals and actual wheel angle signals sent by the steering axle control system 203. The steering wheel control system 201 can send steering angle command signals 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 in this application embodiment can also be implemented by the processor of the vehicle's electronic control unit executing programs or instructions.

[0038] It should be noted that the application scenarios described in the above embodiments of this application are for the purpose of more clearly illustrating the technical solutions of the embodiments of this application, and do not constitute a limitation on the technical solutions provided by the embodiments of this application. Those skilled in the art will understand that with the emergence of new application scenarios, the technical solutions provided by the embodiments of this application are also applicable to similar technical problems. The vehicle control method provided by the embodiments of this application can be applied to various application scenarios that require vehicle control.

[0039] The vehicle control method, apparatus, computer storage medium, and program product provided in the embodiments of this application will be described separately below.

[0040] Figure 3 A schematic flowchart of a vehicle control method according to an embodiment of this application is shown. Figure 3 As shown, the vehicle control method includes steps S301 to S305.

[0041] In step S301, when the vehicle is in autonomous 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 previous actual steering wheel angle.

[0042] If a vehicle is in an emergency, based on traditional driving habits and human instinct, the driver will often directly "take over" the steering wheel and turn it urgently to control the vehicle. Therefore, it is necessary to monitor the 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 determined by whether the difference between the monitored current actual steering wheel angle and the previous actual steering wheel angle is greater than a predetermined angle value.

[0043] Additionally, it should be noted that when the vehicle is in automatic mode, the steering wheel silence function can be activated, meaning that the vehicle's steering system steers based on automatic driving commands, and the steering wheel remains stationary in the center position.

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

[0045] In emergency situations, drivers often take control of the vehicle by grabbing the steering wheel. Therefore, based on the relationship between the current steering wheel angle and the predetermined angle, the driver's intention to take over can be determined relatively quickly. Once it is determined that the driver intends to take over, the vehicle is switched from automatic driving mode to a 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 it.

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

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

[0049] In another embodiment, the target torque acting on the steering wheel is monitored; if 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] Alternatively, the aforementioned steering wheel can be a force feedback steering wheel.

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

[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 can be made as to whether to control the vehicle to switch from autonomous driving mode to takeover mode. This allows for a more precise determination of whether to control the vehicle to switch from autonomous driving mode to takeover mode. In other words, if the driver is detected to be turning the steering wheel forcefully, it can be determined that the driver intends to take over the vehicle, and therefore, the vehicle can be controlled to switch from autonomous driving mode to takeover mode.

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

[0054] In a steering-by-wire system, there is a pre-defined mapping relationship between the steering wheel angle and the wheel angle, known as the required steering mapping relationship. In other words, for each wheel angle, there can be a corresponding steering wheel angle. The steering wheel angle corresponding to that wheel angle can be called the required steering wheel angle. Therefore, given the current actual wheel angle, based on the mapping relationship between the current actual wheel angle and the required steering angle, the required steering wheel angle corresponding to the current actual wheel angle can be determined.

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

[0056] The steering ratio should be a pre-set steering ratio for the vehicle. Specifically, the steering ratio is the ratio between the angle of steering wheel rotation and the angle of wheel rotation. The steering ratio can be expressed as... Where, Δδ fw This refers to the angle of rotation of the wheel, Δθ sw This refers to the angle of steering wheel rotation. In steering mapping relationships, the steering ratio i can generally be expressed as a function of vehicle speed and steering wheel angle, i.e., i = f(v x ,θ sw Under normal circumstances, the steering ratio is symmetrical on both sides of the steering wheel, i.e., f(v) x1 ,θ sw )=f(v x ,-θ sw ).

[0057] In an emergency, a driver can take control of the vehicle by forcefully turning the steering wheel. However, this forceful steering disrupts the mapping between the steering wheel angle and the wheel angles. Therefore, to ensure alignment between the actual steering wheel angle and the actual wheel angles during manual vehicle operation, the mapping between these two angles can be dynamically adjusted gradually, bringing them closer to the proper steering alignment.

[0058] For example, based on the expected steering mapping and the current actual steering wheel angle, the expected wheel position is obtained. If the expected wheel position is to the left of the actual wheel position, when the vehicle turns left, the steering gain needs to be increased so that the wheels turn to the left by an angle slightly larger than the expected rotation angle. When the vehicle turns right, the steering gain needs to be decreased so that the wheels turn to the right by an angle slightly smaller than the expected rotation angle.

[0059] To ensure that the actual steering wheel angle and the actual wheel angle always align with the intended steering mapping, it is necessary to adjust the symmetrical relationship between the steering ratio on both sides of the steering wheel. Based on this, a preset adjustment coefficient can be introduced to adjust the steering ratio to obtain an asymmetrical steering ratio. By gradually reducing the difference between the current actual steering wheel angle and the intended steering wheel angle corresponding to the current actual wheel angle through the asymmetrical steering ratio, the actual steering wheel angle and the actual wheel angle can be gradually aligned.

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

[0061] By introducing a preset adjustment coefficient, the steering ratio is adjusted accordingly to obtain a transition steering ratio. This transition steering ratio allows for flexible adjustment of the wheel angles. Specifically, when the vehicle turns left, the steering gain needs to be increased so that the wheels turn slightly more to the left than the required rotation angle. When the vehicle turns right, the steering gain needs to be decreased so that the wheels turn slightly less to the right than the required rotation angle.

[0062] In practical applications, the appropriate steering ratio 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. Other methods can also be used to determine the appropriate steering ratio corresponding to the current vehicle speed and the current actual steering wheel angle.

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

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

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

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

[0068]

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

[0070]

[0071] Where, Δδ fw This represents the change in wheel angle.

[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 range from 0.05 to 0.2.

[0073] Based on the difference between the current actual steering wheel angle and the corresponding expected steering wheel angle, the amount of steering wheel angle change, and the preset adjustment coefficient, the steering ratio is adjusted accordingly to obtain the transition steering ratio. This transition steering ratio is more accurate and can further determine the amount of wheel angle change more accurately. It also ensures that when the vehicle turns left, the wheels turn to the left by an angle slightly larger than the expected rotation angle, and when the vehicle turns right, the wheels turn to the right by an angle slightly smaller than the expected rotation angle. This allows the steering mapping relationship between the current actual steering wheel angle and the actual wheel angle to be aligned with the expected steering mapping relationship more quickly.

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

[0075] By controlling the rotation of the vehicle's wheels and the angle corresponding to the wheel angle change, the wheels can be steered, thus achieving the purpose of timely takeover of the vehicle.

[0076] Based on the difference between the current actual steering wheel angle and the corresponding required steering wheel angle, and a preset adjustment coefficient, the steering ratio is adjusted accordingly to obtain the transition steering ratio. Then, based on the current actual steering wheel angle and the transition steering ratio, the change in wheel angle is determined. Based on this change in wheel angle, the vehicle's wheel rotation is controlled, thus achieving incremental control of the vehicle. That is, using the current actual steering wheel angle and actual wheel angle as a reference, if the driver turns the steering wheel to the left, the wheels also turn to the left; if the driver turns the steering wheel to the right, the wheels also turn to the right. This allows the driver to achieve timely control of the vehicle's steering system after taking over the steering wheel.

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

[0078] In the context of this application, the current actual steering wheel angle can be the actual angle of the steering wheel after the driver has forcefully rotated it. Since the vehicle was in autonomous driving mode and the steering wheel silence function was activated before the driver forcefully rotated the steering wheel, the previous actual steering wheel angle can be the angle of the steering wheel when it was in its physical neutral position.

[0079] Based on the current actual steering wheel angle and the previous actual steering wheel angle, the change in steering wheel angle can be determined. Since the transition steering ratio is also the ratio between the steering wheel rotation angle and the wheel rotation angle, the change in wheel angle can be determined relatively quickly based on the change in steering wheel angle and the transition steering ratio.

[0080] In the embodiments of this 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 previous actual steering wheel angle is greater than a predetermined angle, the vehicle is controlled to switch from autonomous driving mode to takeover transition mode. Since the required steering mapping relationship represents the mapping relationship between the actual wheel angle and the required steering wheel angle, in the takeover transition mode, based on the monitored current actual wheel angle and the required steering relationship, the required 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 required steering wheel angle corresponding to the current actual wheel angle, and a preset adjustment coefficient, the corresponding steering ratio can be adjusted to obtain a transition steering ratio. Furthermore, based on the current actual steering wheel angle and the transition steering ratio, the amount of wheel angle change can be determined, and based on the amount of wheel angle change, the wheel rotation can be controlled, thus realizing timely takeover of the vehicle in an emergency. It is evident that the driver's emergency takeover causes the actual steering wheel angle and the actual wheel angle to no longer meet the required steering mapping relationship. This application controls the vehicle's movement by adjusting the corresponding steering ratio, so that the wheels will turn in the direction of the steering wheel rotation. This achieves incremental angle control of the vehicle's steering system, ensuring the driver's priority and timeliness in controlling the vehicle's steering, thus making the vehicle safer.

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

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

[0083] The required steering mapping relationship is used to characterize the mapping relationship between the actual wheel angle and the required steering wheel angle. Therefore, the required steering mapping relationship can be expressed as θ = f(δ), that is, the required steering wheel angle is a function of the actual wheel angle. Because the driver rotates the steering wheel forcefully, the mapping relationship between the steering wheel angle and the wheel angle is disrupted, so there is a certain difference between the current actual steering wheel angle and the required steering wheel angle corresponding to the current actual wheel angle. Based on this, a mapping relationship between the actual steering wheel angle and the required 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 corresponding required steering wheel angle, the mapping relationship between the actual steering wheel angle and the required wheel angle can be constructed relatively accurately and quickly.

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

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

[0088] In one embodiment, based on the updated actual wheel angle and the required steering mapping relationship, the required steering wheel angle corresponding to the updated actual wheel angle is determined. The updated actual wheel angle is the wheel angle after the wheel rotation is controlled based on the wheel angle change. If the difference between the current actual steering wheel angle and the required steering wheel angle corresponding 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 required steering mapping relationship.

[0089] Optionally, the first predetermined value can be set according to actual circumstances. This application does not impose any restrictions on this.

[0090] Since the required steering mapping relationship is used to represent the mapping relationship between the actual wheel angle and the required steering wheel angle, the required steering wheel angle corresponding to the updated actual wheel angle can be determined based on the updated actual wheel angle and the required steering mapping relationship. Based on the difference between the current actual steering wheel angle and the required steering wheel angle corresponding to the updated actual wheel angle, it is determined that the transition steering mapping relationship is consistent with the required steering mapping relationship. This allows for quick and accurate determination that the transition steering mapping relationship is consistent with the required steering mapping relationship.

[0091] In another embodiment, if the current actual steering wheel angle is regarded as the current expected steering wheel angle and the updated actual wheel angle is regarded as the updated expected 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 expected steering mapping relationship. If 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 expected steering mapping relationship. This can also quickly and accurately determine that the transition steering mapping relationship is consistent with the expected steering mapping relationship.

[0092] Optionally, the second predetermined value can be set according to actual circumstances. This application does not impose any restrictions on this.

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

[0094] After obtaining the transition steering ratio, the amount of wheel angle change can be determined based on the continuously monitored current actual steering wheel angle and transition steering ratio, and the wheel rotation can be controlled again based on the amount of wheel angle change. Then, based on the difference between the continuously monitored current actual steering wheel angle and the corresponding expected steering wheel angle, a transition steering mapping relationship is reconstructed, allowing it to be determined whether the reconstructed transition steering mapping relationship is consistent with the expected steering mapping relationship.

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

[0096] In step S404, if the results 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 continuously monitored current actual steering wheel angle and the required steering ratio. Based on the wheel angle change, control the rotation of the vehicle's wheels.

[0097] Based on the continuously monitored current actual steering wheel angle and the required steering ratio, the amount of wheel angle change is determined. Based on the amount of wheel angle change, the vehicle's wheel rotation is controlled, meaning the vehicle can return to the initial human-operated driving mode.

[0098] Based on the difference between the current actual steering wheel angle and the required steering wheel angle corresponding to the current actual wheel angle, and the required steering mapping relationship, a transitional steering mapping relationship can be constructed. Then, it is determined whether the transitional steering mapping relationship is consistent with the required steering mapping relationship, 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 correction and further ensuring that the transitional steering mapping relationship aligns with the required steering mapping relationship as quickly as possible.

[0099] In one embodiment, upon receiving a target instruction, the vehicle is controlled to switch to autonomous driving mode based on the target instruction, wherein the target instruction is used to characterize the instruction to control the vehicle to switch to autonomous driving mode.

[0100] During the process of correcting the relationship between the current actual steering wheel angle and the current actual wheel angle, if the vehicle has escaped a dangerous situation or the driver no longer takes over the vehicle, the vehicle can be switched to automatic driving mode through the target command. This allows for a more flexible exit from the takeover transition mode as needed, resulting in a better driving experience for the driver.

[0101] The vehicle control method of this application identifies the driver's intention to take over the vehicle by verifying 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 a target torque. Upon confirming the driver's intention to take over, the current actual steering wheel angle and the current actual wheel angle are recorded, and the system immediately enters a takeover transition mode. In this mode, incremental control is applied to the steering wheel to immediately respond to the driver's intention to turn the steering wheel forcefully, ensuring the priority and timeliness of the driver's steering control. After the vehicle enters the takeover transition mode, based on the vehicle's state at the time of takeover, the steering gain to the left and right of the steering wheel is asymmetrically changed. This gradually corrects the mapping error caused by the misalignment of the steering wheel angle and wheel angle at the moment of takeover, without affecting the driver's normal driving. Relative position correction is only performed when the driver operates the steering wheel, thus ensuring that after a limited cumulative angle, the vehicle can return to the proper steering mapping relationship.

[0102] like Figure 5As shown, in autonomous driving mode, the wheels steer based on ADAS (Advanced Driver Assistance System) steering angle commands. In takeover transition mode, the vehicle no longer steers based on ADAS steering angle commands, but rather on the steering wheel angle. From the moment of driver intervention, as time increases, the steering wheel angle and the steering pinion angle gradually align. At the moment of angle synchronization, the steering wheel angle and the steering pinion angle are aligned, meaning the current actual steering wheel angle and the current actual wheel angle are restored to their proper steering mapping relationship. When the steering wheel angle and the steering pinion angle are aligned, the vehicle begins to enter manual driving mode. Figure 5 As can be seen, when the vehicle is in the takeover transition mode or the manual 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, causing the rack to move in a straight line. The angular change that occurs during this rack movement is the steering pinion angle.

[0104] When a vehicle is in an emergency and the driver urgently needs to take over the steering wheel, they can immediately regain control of the vehicle's steering system by forcefully turning the steering wheel. Therefore, the vehicle control method of this application achieves the effect of rapid takeover.

[0105] For a short period after the driver takes over the vehicle, although the steering wheel angle and wheel angle do not immediately align with the expected steering mapping, if the driver turns the steering wheel to the left, the wheels will definitely turn to the left; if the driver turns the steering wheel to the right, the wheels will definitely turn to the right; and if the driver keeps the steering wheel stationary, the wheels will definitely remain stationary. Therefore, the vehicle control method of this application can ensure the monotonicity of the mapping for a short period after the driver takes over.

[0106] After multiple steering cycles, the mapping relationship between the steering wheel angle and wheel angle will align with the proper steering mapping relationship, and the vehicle will return to the initial human-operated driving mode. Therefore, the vehicle control method of this application can ensure the restoration of the steering system mapping relationship after a certain period of takeover.

[0107] Based on the same inventive concept, this application also provides a vehicle control device. (Specifically combined with...) Figure 6 The vehicle control device provided in the embodiments of this application will be described in detail.

[0108] Figure 6 This is a schematic diagram of the structure of a vehicle control device provided in an embodiment of this 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] The monitoring module 610 can be used to monitor the current actual steering wheel angle, the current actual wheel angle, and the current angle difference when the vehicle is in autonomous driving mode. The current angle difference is the difference between the current actual steering wheel angle and the previous actual steering wheel angle.

[0111] The first control module 620 can be used to control the vehicle to switch from autonomous driving mode to takeover transition mode when the current angle difference is greater than a predetermined angle.

[0112] The determination module 630 can be used in the takeover transition mode to determine the required steering wheel angle corresponding to the current actual wheel angle based on the current actual wheel angle and the required steering mapping relationship. The required steering mapping relationship is used to characterize the mapping relationship between the actual wheel angle and the required steering wheel angle.

[0113] The adjustment module 640 can be used to adjust the steering ratio based on the difference between the current actual steering wheel angle and the current actual wheel angle and the corresponding required steering wheel angle and a preset adjustment coefficient, so as to obtain the transition steering ratio.

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

[0115] In one embodiment, the vehicle control device further includes a construction module and a judgment module. The construction module is used to determine the required steering wheel angle corresponding to the current actual wheel angle based on the current actual wheel angle and the required steering mapping relationship. Before adjusting the steering ratio based on the difference between the current actual steering wheel angle and the required steering wheel angle corresponding to the current actual wheel angle and a preset adjustment coefficient to obtain the transition steering ratio, the construction module constructs a transition steering mapping relationship based on the difference between the current actual steering wheel angle and the required steering wheel angle corresponding to the current actual wheel angle and the required steering mapping relationship. The transition steering mapping relationship is used to characterize the mapping relationship between the actual steering wheel angle and the required wheel angle. The judgment module is used to determine whether the transition steering mapping relationship is consistent with the required steering mapping relationship. If they are inconsistent, the module proceeds to the step of adjusting the steering ratio based on the difference between the current actual steering wheel angle and the required steering wheel angle corresponding to the current actual wheel angle and the preset adjustment coefficient. If they are consistent, the module exits the takeover transition mode, continues to monitor the current actual steering wheel angle, and determines the wheel angle change based on the continuously monitored current actual steering wheel angle and the required steering ratio. Based on the wheel angle change, the module controls the rotation of the vehicle's wheels.

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

[0118] In one embodiment, the building module can also be used to build 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 determination module can also be used to determine the appropriate steering wheel angle corresponding to the updated actual wheel angle based on the updated actual wheel angle and the appropriate steering mapping relationship, wherein the updated actual wheel angle is the wheel angle after the vehicle's wheels are rotated based on the wheel angle change; if the difference between the current actual steering wheel angle and the appropriate steering wheel angle corresponding 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 appropriate steering mapping relationship.

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

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

[0122] An 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), an application-specific integrated circuit (ASIC), or one or more integrated circuits that can be configured to implement the embodiments of this application.

[0124] Memory 702 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 702 may include removable or non-removable (or fixed) media. Where appropriate, memory 702 may be internal or external to the integrated gateway disaster recovery device. In a particular embodiment, memory 702 is non-volatile solid-state memory.

[0125] 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 method according to one aspect of this application.

[0126] The processor 701 reads and executes computer program instructions stored in the memory 702 to implement any of the vehicle control methods in the above embodiments.

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

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

[0129] Bus 710 includes hardware, software, or both, that couples components 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 710 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.

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

[0131] Furthermore, in conjunction with the vehicle control methods described 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 any of the vehicle control methods described in the above embodiments.

[0132] This application also provides a computer program product, including a computer program, which, when executed, implements any of the vehicle control methods described in the above embodiments.

[0133] 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.

[0134] The functional blocks shown in the above-described structural 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.

[0135] 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.

[0136] 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 data processing apparatus to produce a machine such that these instructions, executable via the processor of the computer or other programmable data processing apparatus, 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 flowcharts, and combinations of blocks in the block diagrams and / or flowcharts, 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.

[0137] The above description is merely a specific implementation 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.

Claims

1. A vehicle control method, characterized in that, include: When the vehicle is in autonomous 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 previous actual steering wheel angle. If the current angle difference is greater than a predetermined angle, control the vehicle to switch from the autonomous driving mode to the takeover transition mode; In the takeover transition mode, based on the current actual wheel angle and the required steering mapping relationship, the required steering wheel angle corresponding to the current actual wheel angle is determined. The required steering mapping relationship is used to characterize the mapping relationship between the actual wheel angle and the required steering wheel angle. Based on the difference between the current actual steering wheel angle and the current actual wheel angle corresponding to the required steering wheel angle, and the required steering mapping relationship, a transitional steering mapping relationship is constructed. The transitional steering mapping relationship is used to characterize the mapping relationship between the actual steering wheel angle and the required wheel angle. Determine whether the transition steering mapping relationship is consistent with the expected steering mapping relationship; If they are inconsistent, the steering ratio is adjusted based on the difference between the current actual steering wheel angle and the current actual wheel angle and the corresponding steering wheel angle, and a preset adjustment coefficient, to obtain a transition steering ratio. Based on the current actual steering wheel angle and the transition steering ratio, the amount of wheel angle change is determined, and based on the amount of wheel angle change, the rotation of the vehicle's wheels is controlled. If consistent, exit the takeover transition mode, continue monitoring the current actual steering wheel angle, and determine the wheel angle change based on the continuously monitored current actual steering wheel angle and the required steering ratio. Based on the wheel angle change, control the rotation of the vehicle's wheels.

2. The method according to claim 1, characterized in that, Based on the difference between the current actual steering wheel angle and the corresponding required steering wheel angle, and a preset adjustment coefficient, the steering ratio is adjusted accordingly to obtain a transition steering ratio, including: exist and In the case of, based on = The transition steering ratio is obtained; exist and In the case of, based on = The transition steering ratio is obtained; exist and In the case of, based on = The transition steering ratio is obtained; exist and In the case of, based on = The transition steering ratio is obtained; in, This value represents the difference between the current actual steering wheel angle and the expected steering wheel angle corresponding to the current actual wheel angle. Used to indicate the amount of change in steering wheel angle. Used to represent the preset adjustment coefficient. Used to represent the transition steering ratio. This is used to represent the relationship between the current vehicle speed and the current actual steering wheel angle and the required steering ratio. Used to indicate the current vehicle speed This is used to indicate the current actual steering wheel angle.

3. The method according to claim 1, characterized in that, Based on the current actual steering wheel angle and the transition steering ratio, determine the wheel angle change, including: Based on the current actual steering wheel angle and the previous actual steering wheel angle, determine the amount of change in steering wheel angle; The amount of wheel angle change is determined based on the steering wheel angle change and the transition steering ratio.

4. The method according to claim 1, characterized in that, Based on the difference between the current actual steering wheel angle and the corresponding required steering wheel angle, and the required steering mapping relationship, a transitional steering mapping relationship is constructed, including: based on =f(δ)+ Construct the transition and redirection mapping relationship. f(δ) is the difference between the current actual steering wheel angle and the corresponding expected steering wheel angle, where f(δ) represents the expected steering mapping relationship. This refers to the current actual steering wheel angle.

5. The method according to claim 1, characterized in that, Determining whether the transition steering mapping relationship is consistent with the expected steering mapping relationship includes: Based on the updated actual wheel angle and the required steering mapping relationship, the required steering wheel angle corresponding to the updated actual wheel angle is determined. The updated actual wheel angle is the wheel angle after controlling the rotation of the vehicle's wheels based on the wheel angle change. If the difference between the current actual steering wheel angle and the updated actual wheel angle corresponds to a required steering wheel angle that is less than or equal to a first predetermined value, the transition steering mapping relationship is determined to be consistent with the required steering mapping relationship.

6. The method according to any one of claims 1 to 5, characterized in that, When the current angle difference is greater than a predetermined angle, controlling the vehicle to switch from the autonomous driving mode to the 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 autonomous driving mode to the takeover transition mode.

7. A vehicle control device, characterized in that, include: The monitoring module is used to monitor the current actual steering wheel angle, the current actual wheel angle, and the current angle difference when the vehicle is in autonomous driving mode. The current angle difference is the difference between the current actual steering wheel angle and the previous actual steering wheel angle. The first control module is used to control the vehicle to switch from the autonomous driving mode to the takeover transition mode when the current angle difference is greater than a predetermined angle. The determining module is used to determine the required steering wheel angle corresponding to the current actual wheel angle based on the current actual wheel angle and the required steering mapping relationship in the takeover transition mode. The required steering mapping relationship is used to characterize the mapping relationship between the actual wheel angle and the required steering wheel angle. The adjustment module is used to adjust the steering ratio based on the difference between the current actual steering wheel angle and the required steering wheel angle corresponding to the current actual wheel angle, and a preset adjustment coefficient, to obtain a transition steering ratio; it is also used to construct a transition steering mapping relationship based on the difference between the current actual steering wheel angle and the required steering wheel angle corresponding to the current actual wheel angle, and the required steering mapping relationship, wherein the transition steering mapping relationship is used to characterize the mapping relationship between the actual steering wheel angle and the required wheel angle; and to determine whether the transition steering mapping relationship is consistent with the required steering mapping relationship. If they are inconsistent, proceed to the step of adjusting the required steering ratio based on the difference between the current actual steering wheel angle and 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 continuously monitored current actual steering wheel angle and the required steering ratio, and control the rotation of the vehicle's wheels based on the wheel angle change. The second control module is used to determine the wheel angle change based on the current actual steering wheel angle and the transition steering ratio, and to control the rotation of the vehicle's wheels based on the wheel angle change.

8. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer program instructions that, when executed by a processor, implement the vehicle control method as described in any one of claims 1 to 6.

9. A computer program product, characterized in that, When the instructions in the computer program product are executed by the processor of the electronic device, the electronic device causes the electronic device to perform the vehicle control method as described in any one of claims 1 to 6.

Images