Vehicle control method, vehicle and computer readable storage medium

Abstract

The embodiment of the invention provides a vehicle control method, a vehicle and a computer readable storage medium, and relates to the technical field of vehicles. The method comprises the steps that a first acting force, a limiting value of a second acting force, a first angle and a second angle are obtained, the first acting force is force acting on a steering wheel of the vehicle, the second acting force is power-assisted steering additionally applied on the basis of the first acting force, and the limiting value of the second acting force is used for limiting the upper limit value of the second acting force; according to the limit values of the first acting force and the second acting force, the first angle and the second angle, torque to be executed is determined, and the torque to be executed is resultant torque acting on a steering motor of the vehicle; and the driving track of the vehicle is adjusted through the to-be-executed torque. The technical problems that an LKA system in the related technology has obvious defects in the aspect of manual intervention compensation, steering overshoot cannot be effectively avoided, and the overall performance of the auxiliary driving function is affected are solved.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and more specifically, to a vehicle control method, a vehicle, and a computer-readable storage medium. Background Technology

[0002] Lane Keeping Assist (LKA) system, as one of the key technologies for ensuring driving safety, is receiving increasing attention. The LKA system mainly consists of a perception layer, a decision layer, and an execution layer. The perception layer is responsible for collecting lane information, the decision layer determines the lateral control needs, and the execution layer provides steering assistance through the Electric Power Steering System (EPS).

[0003] Currently, the control logic of the decision-making layer in traditional LKA systems is integrated into the electronic control unit (ECU) of the vision sensor. It adjusts the torque applied when the driver intervenes using a hand force limit and angle integral accumulation algorithm to reduce steering overshoot and ensure driving safety. However, under certain conditions, such as when the driver intervenes gently, this traditional method is prone to delayed machine response, forcing the driver to apply more force, causing vehicle instability and, in severe cases, lane departure, posing a safety hazard.

[0004] There is currently no good solution to the above problems. Summary of the Invention

[0005] This application provides a vehicle control method, a vehicle, and a computer-readable storage medium to at least solve the technical problem in the related art where the LKA system has obvious defects in manual force intervention compensation, cannot effectively avoid steering overshoot, and affects the overall performance of the assisted driving function.

[0006] According to one aspect of the embodiments of this application, a vehicle control method is provided, comprising: acquiring a first force, a limit value of a second force, a first angle, and a second angle, wherein the first force is a force acting on the steering wheel of the vehicle, the second force is a steering assist applied in addition to the first force, the limit value of the second force is used to limit the upper limit value of the second force, the first angle is a steering angle calculated based on the current driving state and road conditions of the vehicle, and the second angle is the steering angle actually executed by the vehicle's steering system; determining a torque to be executed based on the first force, the limit value of the second force, the first angle, and the second angle, wherein the torque to be executed is the resultant torque acting on the steering motor of the vehicle; and adjusting the driving trajectory of the vehicle using the torque to be executed.

[0007] Furthermore, determining the torque to be executed based on the limiting values ​​of the first force and the second force, the first angle, and the second angle includes: determining the basic assist based on the limiting values ​​of the first force and the second force, and determining the functional motor force based on the first angle and the second angle; and determining the torque to be executed using the basic assist and the functional motor force.

[0008] Furthermore, determining the basic assist based on the limiting values ​​of the first and second forces includes: determining the second force based on the limiting values ​​of the first and second forces; and determining the basic assist using the first and second forces.

[0009] Further, determining the functional motor force based on the first angle and the second angle includes: determining the first angular velocity based on the first angle and the second angle, wherein the first angular velocity is the angle that the steering system is expected to rotate per unit time; and determining the functional motor force using the first angular velocity and the second angular velocity, wherein the second angular velocity is the angle that the steering system actually rotates per unit time.

[0010] Further, determining the first angular velocity based on the first angle and the second angle includes: calculating the angle difference between the first angle and the second angle; and querying the first angular velocity from a preset table based on the angle difference, wherein the preset table is used to record the correspondence between different angle differences and the actual values ​​of different angular velocities.

[0011] Furthermore, determining the functional motor force using the first angular velocity and the second angular velocity includes: calculating the angular velocity deviation between the first angular velocity and the second angular velocity; calculating the lane keeping assist system functional integral at the current moment using the angular velocity deviation, the integral coefficient, and the lane keeping assist system functional integral at the previous moment; and determining the functional motor force based on the lane keeping assist system functional integral at the current moment.

[0012] Furthermore, the calculation of the lane keeping assist system function integral at the current moment using the angular velocity deviation, integral coefficient, and the lane keeping assist system function integral of the previous moment includes: performing continuous multiplication operations on the angular velocity deviation, integral coefficient, and preset value to obtain the product result, wherein the preset value is used to represent the number of times the cumulative integration is performed within the preset sampling period; and adding the product result with the lane keeping assist system function integral of the previous moment to obtain the lane keeping assist system function integral at the current moment.

[0013] Furthermore, determining the functional motor force based on the lane keeping assist system function integral at the current moment includes: determining the compensation torque of the steering motor based on the lane keeping assist system function integral at the current moment; and determining the functional motor force using the compensation torque and the steering motor torque limit value.

[0014] According to another aspect of the embodiments of this application, a vehicle control device is also provided, comprising: an acquisition module, configured to acquire a first force, a limit value of a second force, a first angle, and a second angle, wherein the first force is a force acting on the steering wheel of the vehicle, the second force is a steering assist additionally applied on top of the first force, the limit value of the second force is used to limit the upper limit value of the second force, the first angle is a steering angle calculated based on the current driving state and road conditions of the vehicle, and the second angle is the steering angle actually executed by the steering system of the vehicle; a determination module, configured to determine a torque to be executed based on the first force, the limit value of the second force, the first angle, and the second angle, wherein the torque to be executed is the resultant torque acting on the steering motor of the vehicle; and an adjustment module, configured to adjust the driving trajectory of the vehicle using the torque to be executed.

[0015] According to another aspect of the embodiments of this application, a vehicle is also provided, including: a memory storing an executable program; and a processor for running the program, wherein the program executes the methods in various embodiments of this application when it runs.

[0016] According to another aspect of the embodiments of this application, a computer-readable storage medium is also provided, the computer-readable storage medium including a stored executable program, wherein, when the executable program is running, it controls the device where the computer-readable storage medium is located to perform the methods of various embodiments of this application.

[0017] According to another aspect of the embodiments of this application, a computer program product is also provided, including a computer program that, when executed by a processor, implements the methods of various embodiments of this application.

[0018] In this embodiment, by acquiring a first force, a limit value for a second force, a first angle, and a second angle, where the first force is the force acting on the vehicle's steering wheel, the second force is the additional steering assistance applied on top of the first force, the limit value for the second force is used to limit its upper limit, the first angle is the steering angle calculated based on the vehicle's current driving state and road conditions, and the second angle is the actual steering angle executed by the vehicle's steering system, then based on the first force, the limit value for the second force, the first angle, and the second angle, the torque to be executed is determined, where the torque to be executed is the resultant torque acting on the vehicle's steering motor. Finally, the vehicle's driving trajectory is adjusted using the torque to be executed. This achieves precise control of the steering torque, thereby realizing the technical effects of stable driving trajectory and improved driving comfort. It also solves the technical problem in related technologies where LKA systems have significant deficiencies in manual force intervention compensation, failing to effectively avoid steering overshoot and affecting the overall performance of the assisted driving function. Attached Figure Description

[0019] The accompanying drawings, which are included to provide a further understanding of this application and form part of this application, illustrate exemplary embodiments and are used to explain this application, but do not constitute an undue limitation of this application. In the drawings:

[0020] Figure 1 This is a flowchart of a vehicle control method according to one embodiment of this application;

[0021] Figure 2 This is a logic diagram of manual force intervention compensation according to one embodiment of this application;

[0022] Figure 3 This is an LKA functional integral logic diagram according to one embodiment of this application;

[0023] Figure 4 This is a structural block diagram of a vehicle control device according to one embodiment of the present application. Detailed Implementation

[0024] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort should fall within the scope of protection of the present application.

[0025] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0026] For ease of understanding, some concepts related to the embodiments of this application are illustrated below for reference.

[0027] Lane Keeping Assist (LKA) is a driver assistance technology primarily used to help drivers keep the vehicle within its lane and avoid unintentionally deviating from it. The LKA system uses sensors (such as cameras and radar) to monitor the vehicle's position relative to lane lines. When it detects a tendency for the vehicle to deviate from its lane, the system automatically intervenes, making slight adjustments to the steering wheel to maintain the vehicle's correct position within the lane.

[0028] The Lane Keeping Assist (LKA) system can be divided into three parts: the perception layer, the decision layer, and the execution layer. The perception layer, also known as the sensing layer, collects lane line information and surrounding vehicle information. It uses radar and vision sensors to collect environmental data and forms the basis for various driver assistance functions. The decision layer determines whether lateral control is needed and calculates the torque or steering angle to be output to the execution layer. The execution layer is the EPS system, which uses a virtual driver steering torque instead of the driver steering torque monitored by the torque sensor to complete lane keeping assist.

[0029] Currently, there are two main LKA system architectures. One architecture uses a vision sensor (i.e., a forward camera module (FCM)) and a radar sensor (i.e., a forward radar module (FRM)) in its perception layer, while the other architecture uses only a vision sensor in its perception layer, omitting the radar sensor. In both architectures, the decision-making layer is integrated into the FCM's ECU. In these two mainstream technical approaches, the FCM is often referred to as the host computer, and the EPS is referred to as the actuator.

[0030] Based on traditional LKA systems, when the driver manually takes over steering, there's a tendency to pull on the steering wheel. If the steering effort is too light, the vehicle doesn't retract, requiring the driver to increase the steering force. This increasing force can cause the steering wheel to pull against the driver, resulting in the vehicle swaying back and forth. Under certain conditions (e.g., at 110 RPM, i.e., high speed), when manual takeover disengages, the steering wheel may suddenly turn, causing overshoot. If the driver isn't paying close attention and reacts slowly, the vehicle could easily drift out of its lane, posing a safety hazard. Therefore, traditional LKA systems have inadequate manual takeover limits or angle integration algorithms, resulting in low control precision, customer complaints, and even potential dangers.

[0031] According to an embodiment of this application, a method embodiment for vehicle control is provided. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0032] This embodiment provides a vehicle control method. Figure 1 This is a flowchart of a vehicle control method according to one embodiment of this application, such as... Figure 1 As shown, the process includes the following steps:

[0033] Step S11: Obtain the first force, the limit value of the second force, the first angle, and the second angle. The first force is the force acting on the steering wheel of the vehicle, the second force is the steering assistance applied in addition to the first force, the limit value of the second force is used to limit the upper limit value of the second force, the first angle is the steering angle calculated based on the current driving state and road conditions of the vehicle, and the second angle is the steering angle actually executed by the vehicle's steering system.

[0034] In this embodiment, the first force refers to the force directly applied to the steering wheel by the driver, reflecting the driver's steering intention. The first force is part of the human-machine interface and is directly related to the driver's operating habits and immediate needs.

[0035] The second force is an additional steering assist provided by the EPS system on top of the first force, designed to reduce the driver's steering load and make steering easier and more precise. The magnitude of the second force depends on various factors, including vehicle speed and steering angle.

[0036] The limit value of the second force is the limit value of the hand force compensation force. In order to prevent oversteering or excessive speed, the EPS system sets an upper limit value of the second force to limit the intensity of the additional assistance and ensure the safety and stability of the steering process.

[0037] The first angle is the ideal steering angle calculated by the LKA system based on the vehicle's real-time driving status (such as speed and acceleration) and road conditions (such as curve radius and road surface friction). In other words, the first angle is the steering angle that the LKA system believes is needed to keep the vehicle stable in the center of the lane under the current operating conditions.

[0038] The second angle is the actual steering angle executed by the vehicle's EPS system based on driver input and the assistance provided by the EPS system. The accuracy of the second angle directly affects the vehicle's driving stability and safety.

[0039] As can be seen, the LKA system of this application first collects the necessary input information, namely the force exerted by the driver on the steering wheel (first force), the upper limit of the assistance provided by the electric power steering system (limit of the second force), the ideal steering angle (first angle), and the actual steering angle (second angle).

[0040] Therefore, by acquiring the first and second forces and their limits in real time, vehicle control loss due to excessive steering force can be effectively avoided, enhancing driving safety. Real-time acquisition of the first and second steering angles helps optimize steering feedback, making the steering process smoother and improving driver perception and comfort.

[0041] Step S12: Determine the torque to be executed based on the limit values ​​of the first force and the second force, the first angle and the second angle, wherein the torque to be executed is the resultant torque acting on the steering motor of the vehicle.

[0042] In this embodiment, the torque to be executed is the final torque applied to the steering motor of the EPS after comprehensive calculation based on all the aforementioned collected data. The torque to be executed balances the driver's steering needs and the requirements for safe vehicle operation.

[0043] It can be seen that the LKA system of this application can accurately calculate the torque to be executed based on the limit values ​​of the first force and the second force, and the difference between the first angle and the second angle.

[0044] Therefore, the calculation of the torque to be executed ensures that the steering motor can respond to the driver's operation with the most appropriate torque, avoiding oversteering or understeering and achieving precise control. Furthermore, the adjustment of the torque to be executed helps prevent steering angle overshoot, ensuring vehicle stability, especially when the driver intervenes slightly or road conditions change.

[0045] Step S13: Adjust the vehicle's trajectory using the torque to be executed.

[0046] In this embodiment of the application, adjusting the vehicle's driving trajectory refers to changing the direction and path of the car to better conform to the driver's wishes and road rules.

[0047] As can be seen, the LKA system of this application applies the calculated torque to be executed to the steering motor of the EPS system to fine-tune the driving direction of the car, aiming to ensure that the car can drive along the expected path and maintain stable driving in the lane even when the driver intervenes or road conditions change.

[0048] Therefore, by adjusting the driving trajectory in real time, the LKA system can promptly correct vehicle deviations caused by the mismatch between the ideal and actual steering angles, significantly reducing the risk of lane departure. Furthermore, this application effectively integrates the driver's steering intentions with the system's considerations for safety and comfort, optimizing the stability and reliability of the driver assistance functions and improving the overall efficiency and user experience of the intelligent driving system.

[0049] In summary, this application not only considers the first force directly applied by the driver but also sets a limit value for the second force, ensuring that the additional assistance provided by the EPS does not exceed a safety threshold when manual force is involved. This avoids the "steering wheel grabbing" phenomenon between the driver and the system, reducing the risk of steering overshoot. By comprehensively analyzing the limits of the first and second forces, as well as the first and second angles, this application can accurately calculate the torque to be executed. The dynamic adjustment of this torque ensures that the output of the steering motor can appropriately match the driver's steering needs and the actual driving state of the vehicle, avoiding the angle overshoot problem in related technologies. This application applies the torque to be executed to the steering motor, finely adjusting the vehicle's driving trajectory. By controlling the steering angle in real time, it ensures that the vehicle remains stably on the predetermined driving path. Even when the driver intervenes manually, it can effectively avoid angle deviation and overshoot, thereby significantly improving the overall performance and safety of the driver assistance function.

[0050] The above steps of this application involve obtaining a first force, a limit value for a second force, a first angle, and a second angle. The first force is the force acting on the vehicle's steering wheel; the second force is the additional steering assistance applied on top of the first force; the limit value for the second force restricts its upper limit; the first angle is the steering angle calculated based on the vehicle's current driving state and road conditions; and the second angle is the actual steering angle executed by the vehicle's steering system. Then, based on the first force, the limit value for the second force, the first angle, and the second angle, the torque to be executed is determined. This torque to be executed is the resultant torque acting on the vehicle's steering motor. Finally, the vehicle's driving trajectory is adjusted using this torque. This achieves precise control of the steering torque, thereby realizing the technical effects of stable driving trajectory and improved driving comfort. It also solves the technical problem in related technologies where LKA systems have significant deficiencies in manual force intervention compensation, failing to effectively avoid steering overshoot and affecting the overall performance of the assisted driving function.

[0051] Optionally, in step S12, determining the torque to be executed based on the limiting values ​​of the first force and the second force, the first angle, and the second angle may include the following execution steps:

[0052] Step S121: Determine the basic assist based on the limiting values ​​of the first force and the second force, and determine the functional motor force based on the first angle and the second angle.

[0053] Step S122: Determine the torque to be executed using the basic assist and functional motor force.

[0054] In this embodiment of the application, when determining the torque to be executed based on the limiting values ​​of the first force and the second force, the first angle and the second angle, the basic assist is first determined based on the limiting values ​​of the first force and the second force, and the functional motor force is determined based on the first angle and the second angle.

[0055] Among them, the basic power assist is the torque that the EPS system calculates based on the combined limit values ​​of the first force and the second force, providing basic support for the driver's steering.

[0056] The functional motor force is the motor output torque in the EPS system, calculated based on the deviation between the first angle and the second angle, used to correct steering deviation.

[0057] As can be seen, this application analyzes the first force exerted by the driver on the steering wheel, while also considering the second force limit set by the EPS system, to determine a reasonable basic assist. This basic assist must meet the driver's steering needs while ensuring that it does not exceed the safe assist range. Subsequently, based on the difference between the ideal steering angle (first angle) calculated by the LKA system and the actual steering angle executed by the vehicle (second angle), the functional motor force is calculated, which is the additional torque that the EPS system needs to output to achieve the first angle.

[0058] Therefore, by accurately calculating the base power assist and the force of the function motor, the system can intelligently respond to the driver's steering needs while preventing excessive steering force, ensuring the safety and controllability of the steering process. Furthermore, the calculation of the function motor force is based on angular deviation, enabling timely correction of the steering angle to prevent the vehicle from deviating from the ideal driving trajectory and reducing the occurrence of angle overshoot.

[0059] Then, the torque to be executed is determined using the base assist and the force of the functional motor. It can be seen that this application calculates the torque to be executed by superimposing the aforementioned determined base assist and the force of the functional motor, ensuring that the EPS system can simultaneously meet the driver's steering needs and the lane keeping assist system's angle correction needs, thereby achieving optimal control of the steering motor.

[0060] Therefore, the dynamic adjustment of the torque to be executed makes the steering process smoother, reduces driver discomfort during steering, and improves driving comfort. Furthermore, by accurately calculating the torque to be executed, the system ensures that the output torque of the steering motor is accurate, maintaining precise vehicle steering even in complex driving environments.

[0061] Optionally, in step S121, determining the basic assistance based on the limiting values ​​of the first force and the second force may include the following steps:

[0062] Step S1211: Determine the second force based on the limiting values ​​of the first force and the second force.

[0063] Step S1212: Determine the basic assist using the first and second forces.

[0064] In this embodiment of the application, when determining the basic steering assist based on the limiting values ​​of the first force and the second force, the second force is first determined based on the limiting values ​​of the first force and the second force. That is, the additional steering assist (second force) actually provided by the EPS system is the result of the combination of the limiting values ​​of the first force and the second force.

[0065] For example, this application analyzes the first force applied by the driver and the second force limit set by the EPS system. If the first force exceeds a certain threshold, the EPS will not output full power assist according to the driver's torque, but will instead limit the output of the second force to ensure the safety and controllability of steering operations. This ensures that even if the driver suddenly applies a large steering force, the EPS system can remain within a safe range, preventing the vehicle from losing control due to oversteering.

[0066] Then, the basic assist is determined using the first and second forces. It can be seen that the calculation of the basic assist in this application takes into account the driver's steering intention and the EPS system's control over steering safety. When the driver applies steering force, the system will combine the limitation of the second force to output a torque that can both assist steering and not exceed the safety limit, as the basic assist.

[0067] Therefore, a properly set base assist makes steering smoother, reduces driver fatigue, and improves driving comfort. By calculating base assist, it ensures that steering operations meet the driver's needs without causing the steering angle to exceed a safe range, thus reducing the risk of oversteer.

[0068] Optionally, in step S121, determining the functional motor force based on the first angle and the second angle may include the following execution steps:

[0069] Step S1213: Determine the first angular velocity based on the first angle and the second angle, wherein the first angular velocity is the angle that the steering system is expected to rotate per unit time.

[0070] Step S1214: Determine the force of the functional motor using the first angular velocity and the second angular velocity, where the second angular velocity is the actual angle of rotation of the steering system per unit time.

[0071] In this embodiment of the application, when determining the functional motor force based on the first angle and the second angle, the first angular velocity is first determined based on the first angle and the second angle. The first angular velocity is the angle the steering system is expected to rotate per unit time, i.e., the requested angular velocity, which is the target angular velocity calculated based on the first angle and the current driving state.

[0072] As can be seen, this application calculates the first angular velocity required by the steering system by analyzing the difference between the first and second angles. The ideal first angular velocity is to ensure that the vehicle can smoothly and promptly reach the steering target set by the lane keeping assist system. This first angular velocity value is dynamic and is adjusted according to changes in factors such as vehicle driving conditions and road curvature to adapt to different steering needs.

[0073] Therefore, by clearly defining the first angular velocity as the steering target, steering operations become more purposeful and precise, ensuring that the vehicle can turn along the expected driving path. Furthermore, by calculating the first angular velocity, the system can plan and prepare steering actions in advance, avoiding steering lag and improving the immediacy and efficiency of steering response.

[0074] Then, the functional motor force is determined using the first and second angular velocities. The second angular velocity is the actual angle of rotation of the steering system per unit time, i.e., the actual angular velocity, which is obtained by measuring the current steering wheel rotation rate and represents the actual steering speed of the vehicle.

[0075] As can be seen, this application determines the force required to be output by the functional motor of the EPS system by comparing the difference between the first angular velocity (target angular velocity) and the second angular velocity (actual angular velocity). The function of this functional motor is to compensate for the angular deviation, enabling the EPS system to adjust the second angular velocity to match the first angular velocity more quickly.

[0076] Therefore, by precisely calculating the force of the functional motor, deviations in the steering angle can be effectively reduced, ensuring that the vehicle's trajectory is closer to the ideal path. Furthermore, adjusting the force of the functional motor ensures that the steering system can accurately respond to steering commands from the driver and the LKA system, improving the precision of steering operations and the stability of vehicle driving.

[0077] Optionally, in step S1213, determining the first angular velocity based on the first angle and the second angle may include the following steps:

[0078] Step S12131: Calculate the angle difference between the first angle and the second angle.

[0079] Step S12132: Query the first angular velocity from the preset table based on the angle difference. The preset table is used to record the correspondence between different angle differences and the actual values ​​of different angular velocities.

[0080] In this embodiment of the application, when determining the first angular velocity based on the first angle and the second angle, the angle difference between the first angle and the second angle is first calculated. The angle difference is the value between the first angle and the second angle, revealing the gap between the actual steering state of the vehicle and the desired state of the LKA system.

[0081] As can be seen, this application calculates the angle difference between the first angle and the second angle by comparing the two angles. This angle difference is used to quantify the inconsistency between the vehicle steering state and the LKA system target, providing key data for the next step of formulating a steering speed plan.

[0082] Then, the first angular velocity is retrieved from a preset table based on the angle difference. This preset table records the correspondence between different angle differences and the actual values ​​of different angular velocities; in other words, it's a data table storing the relationship between different angle differences and recommended angular velocities. This preset table can be built by system designers based on extensive testing and data analysis to guide the EPS system on how to adjust steering speed to match the target steering angle.

[0083] As can be seen, this application uses the calculated angle difference to look up the corresponding first angular velocity from a preset table to guide the operation of the steering motor, ensuring that the steering process is both safe and efficient. Therefore, by using a preset table for lookup, the system can make the most suitable angular velocity decision based on historical test data and expert experience, improving the intelligence level of steering control.

[0084] Optionally, in step S1214, determining the functional motor force using the first angular velocity and the second angular velocity may include the following execution steps:

[0085] Step S12141: Calculate the angular velocity deviation between the first angular velocity and the second angular velocity.

[0086] Step S12142: Calculate the lane keeping assist system function integral at the current moment using the angular velocity deviation, integral coefficient, and the lane keeping assist system function integral of the previous moment.

[0087] Step S12143: Determine the function motor force based on the current lane keeping assist system function integral.

[0088] In this embodiment of the application, when determining the functional motor force using the first angular velocity and the second angular velocity, the angular velocity deviation between the first angular velocity and the second angular velocity is first calculated. The angular velocity deviation is the difference between the first angular velocity and the second angular velocity, that is, the requested angular velocity minus the actual angular velocity, representing the difference between the current steering speed and the target steering speed.

[0089] As can be seen, this application calculates the angular velocity deviation between the first angular velocity (target value) and the second angular velocity (actual value). This deviation provides an important basis for subsequent adjustment of the EPS motor output force, ensuring that steering operations can be corrected in a timely manner to achieve the required ideal steering speed.

[0090] Then, the lane keeping assist system function integral at the current moment is calculated using the angular velocity deviation, the integral coefficient, and the lane keeping assist system function integral from the previous moment. The integral coefficient is a factor that adjusts the integral gain, affecting the proportion of the integral term in the total torque calculation and determining the system's cumulative response speed to the angular velocity deviation.

[0091] The Lane Keeping Assist System Function Integral is a torque value accumulated through an integral algorithm. It reflects the system's need for long-term correction of steering deviation and is used to compensate for minor deviations during the steering process, ensuring the smoothness and precision of steering operations.

[0092] As can be seen, this application uses the angular velocity deviation, the integral coefficient, and the LKA system function integral from the previous moment to calculate the LKA system function integral at the current moment through an integral algorithm. This calculation process takes into account the cumulative effect of steering deviation, ensuring that even with persistent small deviations, the system can gradually adjust the steering torque to achieve the target steering state.

[0093] Finally, the torque of the function motor is determined based on the integral of the lane keeping assist system function at the current moment. It can be seen that this application determines the torque that the function motor should output based on the LKA system function integral calculated at the current moment. This torque value is calculated by the system to compensate for steering deviation and make the steering process more closely resemble the target state, and it forms the basis for the final control output of the EPS motor.

[0094] Therefore, this application realizes an intelligent steering control strategy by calculating the angular velocity deviation in real time, adjusting the functional integral using an integral algorithm, and finally determining the functional motor force, thereby improving the performance of the assisted driving function in terms of steering force intervention compensation.

[0095] Optionally, in step S12142, calculating the lane keeping assist system function integral at the current moment using the angular velocity deviation, integral coefficient, and the lane keeping assist system function integral of the previous moment may include the following steps:

[0096] Step S121421: Perform continuous multiplication on the angular velocity deviation, integral coefficient, and preset value to obtain the product result. The preset value is used to represent the number of times the integral is accumulated within the preset sampling period.

[0097] Step S121422: Add the product result to the lane keeping assist system function integral of the previous time step to obtain the lane keeping assist system function integral of the current time step.

[0098] In this embodiment of the application, when calculating the current lane keeping assist system function integral using angular velocity deviation, integral coefficient, and the lane keeping assist system function integral of the previous moment, the angular velocity deviation, integral coefficient, and preset value are first continuously multiplied to obtain the product result.

[0099] The preset value is used to represent the number of times the integration is accumulated within the preset sampling period. The preset value is usually a fixed value, representing the number of times the integration is accumulated within a specific sampling period (such as 10ms). For example, within a 2ms function scheduling period, a 10ms sampling period means that 5 integrations are accumulated.

[0100] The product result is obtained by continuously multiplying the angular velocity deviation, the integral coefficient, and the preset value. The product result reflects the cumulative contribution of the steering deviation to the steering torque adjustment within the current sampling period. For example, taking a preset value of 5 as an example, the product result is 5 × (requested angular velocity - actual angular velocity) × integral coefficient.

[0101] As can be seen, this application first multiplies the angular velocity deviation by the integral coefficient, and then further multiplies it by a preset value to calculate the product result, providing core data for subsequent calculation of the lane keeping assist system function integral. Thus, through continuous multiplication operations, the system can accumulate and quantify the impact of steering deviation, ensuring that the adjustment of steering torque not only considers the current deviation but also the historical accumulation of the deviation.

[0102] Then, the product is added to the lane keeping assist system function integral from the previous time step to obtain the lane keeping assist system function integral for the current time step. The lane keeping assist system function integral from the previous time step refers to the LKA system function integral value obtained in the previous calculation cycle, providing a starting point for the current integral calculation.

[0103] The current lane keeping assist system function integral is obtained by adding the product of the current calculation cycle and the integral value of the previous time step, reflecting the latest state and trend of steering deviation in response to steering torque adjustment.

[0104] As can be seen, this application adds the product obtained above to the LKA system functional integral of the previous moment, ensuring the continuity of the functional integral. That is, each calculation is updated based on the previous result, thus truly reflecting the change in steering deviation over time. For example, taking a preset value of 5 as an example, the LKA system functional integral at the current moment = 5 × (requested angular velocity - actual angular velocity) × integral coefficient + integral of the previous moment.

[0105] Therefore, through addition, the system can update the lane keeping assist function integral in real time, ensuring that the steering torque adjustment strategy is always based on the latest steering state. The current function integral takes into account the impact of historical deviations, which helps to ensure the continuity and smooth transition of steering control, improves the steering experience, and reduces the possibility of sudden steering.

[0106] Optionally, in step S12143, determining the functional motor force based on the current lane keeping assist system function integral may include the following execution steps:

[0107] Step S121431: Determine the compensation torque of the steering motor based on the lane keeping assist system function integral at the current moment.

[0108] Step S121432: Determine the functional motor force using the compensation torque and the motor torque limit value of the steering motor.

[0109] In this embodiment, when determining the function motor force based on the lane keeping assist system function integral at the current moment, the compensation torque of the steering motor is first determined based on the lane keeping assist system function integral at the current moment. The compensation torque is an additional torque calculated by the EPS system based on the LKA system function integral, used to compensate for steering deviation and ensure more precise and stable steering operation.

[0110] As can be seen, this application calculates the required compensation torque for the steering motor based on the LKA system functional integral value obtained at the current moment. This compensation torque is used to compensate for steering deviation, ensuring that the vehicle's steering operation can smoothly reach the target angle. Therefore, the introduction of compensation torque effectively reduces steering deviation, ensuring that the vehicle travels along the path set by the lane keeping assist system. Furthermore, by dynamically adjusting the compensation torque, steering operations can be smoothed, avoiding abrupt changes during steering and improving driving comfort.

[0111] Then, the functional motor force is determined by using the compensation torque and the motor torque limit value of the steering motor. The motor torque limit value is the upper limit of torque output set by the EPS system to ensure the safety of steering operation and system stability, and to avoid the torque output exceeding the design range of the vehicle or EPS system.

[0112] As can be seen, this application compares and adjusts the calculated compensation torque with the motor torque limit value to determine the final output functional motor force. This adjustment process ensures that the output torque can effectively compensate for steering deviation without exceeding the safety range of the EPS system and the vehicle. Therefore, by combining the compensation torque with the motor torque limit value, comprehensive control of the steering torque is achieved, ensuring that steering operation is both efficient and safe.

[0113] In summary, traditional host computer-based FCMs lack response strategies for driver hand intervention, relying on the actuator EPS to handle interference from hand intervention or hand takeover on the LKA execution process. This application proposes a method for compensating for driver hand intervention in automotive intelligent assisted driving functions. The method includes providing "LKA hand force compensation force limitation logic" within the EPS LKA function logic to address interference from driver hand force on the LKA execution process. During feel tuning and Driver Assistance System (DAS) tuning, relevant calibration parameters can be adjusted to ensure the EPS reasonably follows host computer requests while maintaining a smooth feel. Furthermore, this application addresses overshoot issues during LKA execution through an angle integral accumulation algorithm during tuning.

[0114] Typically, when LKA is activated, if the base assist setting provided by EPS is too high, the driver can turn the steering wheel too easily. This can cause a significant deviation between the actual steering angle and the target angle requested by the LKA system. When this deviation persists, the LKA system accumulates it through its built-in integral control mechanism, gradually increasing the LKA integral value to a high level. However, when the driver releases control of the steering wheel, i.e., stops active steering, the influence of the LKA integral on the steering torque does not immediately return to zero but gradually decreases. In other words, the steering system continues to attempt to correct the previous deviation, even though the driver has released the steering force. Under this mechanism, if the LKA integral is improperly adjusted, the vehicle may continue to oversteer after the driver releases the steering wheel, causing the actual steering angle to exceed the original target range of the LKA system, resulting in angle overshoot.

[0115] To address the issue of angle overshoot, this application proposes a strategy that finely adjusts the limit value of the LKA (Lane Assist Key) hand force compensation force to a more suitable level (e.g., setting it to 10 Nm). This directly affects the system's responsiveness to hand force intervention during LKA activation. Adjusting this limit reduces the effect of basic power assist, thus requiring the driver to apply relatively greater force to turn the steering wheel. Consequently, steering actions become more restrained, and the difference between the actual steering angle and the system-requested angle is reduced, remaining within a smaller and more manageable range. As the angle difference decreases, the accumulated error in LKA integral control also decreases. Even after the driver releases control of the steering wheel, the system will not continue to push the steering wheel due to excessive inertial force, effectively preventing angle overshoot.

[0116] Figure 2 This is a hand force intervention compensation logic diagram according to one embodiment of the present application, which aims to optimize the interaction between LKA function and EPS system by limiting the magnitude of hand force compensation force, so as to reduce angle overshoot and improve driving safety and comfort.

[0117] Figure 2 The "hand force" refers to the force applied by the driver to the steering wheel. The hand force compensation force equals the hand force minus the preset hand force limit. By comparing the hand force with the preset hand force compensation force limit, if the hand force is greater than the limit, a hand force compensation force is calculated. This compensation force equals the hand force minus the limit, resulting in the preset hand force compensation force equal to the hand force minus the limit. If the hand force is less than or equal to the limit, the preset hand force compensation force equals the hand force, and the compensation force remains at 0, as no additional limitation or adjustment is required.

[0118] The basic power assist module of the EPS system receives inputs of hand force and hand force compensation force, and outputs basic power assist. When the limit value is set to 0 Nm, the basic power assist will increase due to the superimposed hand force compensation force. This may make it easier for the driver to turn the steering wheel, thereby increasing the angle deviation and causing angle overshoot.

[0119] The hand force compensation force and the force of the functional motor in the EPS system are superimposed to form the total torque value that is finally output to the motor. This total torque will directly affect the resistance of the steering wheel and the steering effect.

[0120] The requested angle and the actual angle are both input to the lane-keeping torque calculation module. This module calculates the torque to be applied to the steering wheel based on the magnitude of the angle deviation, using a preset algorithm or control strategy. This torque corrects the vehicle's directional deviation, allowing it to return to or remain centered in the lane. The calculated torque is determined based on vehicle dynamics and control theory, aiming to provide a balance between safe correction and driver feel.

[0121] The calculated lane-keeping function torque is then fed into the LKA motor torque limiting module. At this stage, the LKA system limits the torque to be applied to the EPS motor to prevent excessive torque that could negatively impact vehicle handling or driver feel, before outputting the function motor force.

[0122] Ultimately, based on the result of the torque superposition, the EPS motor outputs a corresponding torque to assist or limit the driver's steering operation. By reasonably setting the LKA hand force compensation limit value, the system can effectively control the steering torque, reduce angle overshoot, and ensure smooth and controllable steering.

[0123] It can be seen that if the LKA hand force compensation limit value is set too low (e.g., 0 Nm), the system may be too sensitive to driver hand force intervention, resulting in excessive basic power assist, making it easy for the driver to operate the steering wheel and thus causing a large angle deviation. Conversely, if the limit value is set to a higher value (e.g., 10 Nm), the hand force compensation force can be reduced or eliminated, ensuring that the basic power assist remains in a stable state. Even when the driver intervenes with hand force, the angle deviation can be avoided from expanding, thereby preventing angle overshoot.

[0124] Figure 3 According to the LKA functional integral logic diagram of one embodiment of this application, the requested angle (0.7°) and the actual angle (-3°) are input, and then the requested angular velocity is obtained by looking up a table based on the difference between the requested angle and the target angular velocity. For example, if the angle difference between the requested angle and the actual angle is 3.7° (between 1 and 5°), the corresponding requested angular velocity is between 12 and 70°, and the actual requested angular velocity value is 51° / s.

[0125] Then, the angular velocity deviation between the requested angular velocity and the actual angular velocity (-1.875° / s) is calculated (52.875° / s). The angular velocity deviation is multiplied by the integral coefficient (0.00014144), and the product is added to the delay (i.e. the LKA system functional integral of the previous moment). Finally, the LKA functional integral of 2797 Nm is output.

[0126] In the fault case, manual intervention caused an angular deviation between the requested angle and the actual angle, which in turn caused a deviation between the target angular velocity and the actual angular velocity, resulting in the LKA function integral. This LKA function integral = 5 × (requested angular velocity - actual angular velocity) × integration coefficient + the integral from the previous time step. The integration calculation needs to consider the CANape sampling period, which is 10ms, and the function scheduling period, which is 2ms. Therefore, 5 integrations are accumulated within one sampling period, so the integral needs to be multiplied by 5 when calculating the integral.

[0127] Under the same manual force (2-2.5 Nm), the higher the vehicle speed, the smaller the torque limit of the LKA motor, and the easier it is to cause an angle difference. The larger the angle difference, the greater the angular velocity deviation, and consequently the larger the integral, ultimately leading to overshoot.

[0128] It should be noted that the user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data used for analysis, data stored, data displayed, etc.) involved in this application are all information and data authorized by the user or fully authorized by all parties. Furthermore, the collection, use and processing of the relevant data must comply with the relevant laws, regulations and standards of the relevant countries and regions, and corresponding operation entry points are provided for users to choose to authorize or refuse.

[0129] According to an embodiment of this application, a vehicle control device is provided. It should be noted that the device can be used to execute the above-described vehicle control method.

[0130] Figure 4 This is a structural block diagram of a vehicle control device according to one embodiment of this application, such as... Figure 4 As shown, taking a vehicle control device 400 as an example, the device includes: an acquisition module 401, used to acquire a first force, a limit value of a second force, a first angle, and a second angle, wherein the first force is the force acting on the steering wheel of the vehicle, the second force is the steering assist applied in addition to the first force, the limit value of the second force is used to limit the upper limit value of the second force, the first angle is the steering angle calculated based on the current driving state of the vehicle and road conditions, and the second angle is the steering angle actually executed by the vehicle's steering system; a determination module 402, used to determine the torque to be executed based on the first force, the limit value of the second force, the first angle, and the second angle, wherein the torque to be executed is the resultant torque acting on the steering motor of the vehicle; and an adjustment module 403, used to adjust the driving trajectory of the vehicle using the torque to be executed.

[0131] Embodiments of this application also provide a vehicle, including: a memory storing an executable program; and a processor for running the program, wherein the program executes the methods described in various embodiments of this application when it runs.

[0132] Embodiments of this application also provide a computer-readable storage medium including a stored executable program, wherein, when the executable program is running, it controls the device where the computer-readable storage medium is located to perform the methods of various embodiments of this application.

[0133] Embodiments of this application also provide a computer program product, including a computer program that, when executed by a processor, implements the methods of various embodiments of this application.

[0134] In the above embodiments of this application, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0135] In the several embodiments provided in this application, it should be understood that the disclosed technical content can be implemented in other ways. The device embodiments described above are merely illustrative; for example, the division of units can be a logical functional division, and in actual implementation, there may be other division methods. For instance, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the displayed or discussed mutual coupling, direct coupling, or communication connection may be through some interfaces; the indirect coupling or communication connection between units or modules may be electrical or other forms.

[0136] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0137] Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0138] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as a USB flash drive, read-only memory (ROM), random access memory (RAM), portable hard drive, magnetic disk, or optical disk.

[0139] The above description is only a preferred embodiment of this application. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the principle of this application, and these improvements and modifications should also be considered within the scope of protection of this application.

Claims

1. A vehicle control method, characterized in that, include: The system obtains a first force, a limit value for a second force, a first angle, and a second angle, wherein the first force is the force acting on the steering wheel of the vehicle, the second force is the steering assist applied in addition to the first force, the limit value for the second force is used to limit the upper limit value of the second force, the first angle is the steering angle calculated based on the current driving state and road conditions of the vehicle, and the second angle is the steering angle actually executed by the steering system of the vehicle. Based on the first force, the limiting value of the second force, the first angle, and the second angle, the torque to be executed is determined, wherein the torque to be executed is the resultant torque acting on the steering motor of the vehicle; The driving trajectory of the vehicle is adjusted using the torque to be executed.

2. The vehicle control method according to claim 1, characterized in that, Based on the first force, the limiting value of the second force, the first angle, and the second angle, the torque to be executed is determined as follows: The basic assist is determined based on the limiting values ​​of the first force and the second force, and the functional motor force is determined based on the first angle and the second angle; The torque to be executed is determined by using the basic assist and the force of the functional motor.

3. The vehicle control method according to claim 2, characterized in that, The basic assistance is determined based on the limiting values ​​of the first force and the second force, including: The second force is determined based on the limiting values ​​of the first force and the second force; The basic assistance is determined by using the first force and the second force.

4. The vehicle control method according to claim 2, characterized in that, The force of the functional motor is determined based on the first angle and the second angle, including: A first angular velocity is determined based on the first angle and the second angle, wherein the first angular velocity is the angle that the steering system is expected to rotate per unit time; The force of the functional motor is determined using the first angular velocity and the second angular velocity, wherein the second angular velocity is the actual angle of rotation of the steering system per unit time.

5. The vehicle control method according to claim 4, characterized in that, Determining the first angular velocity based on the first angle and the second angle includes: Calculate the angle difference between the first angle and the second angle; The first angular velocity is retrieved from a preset table based on the angle difference, wherein the preset table is used to record the correspondence between different angle differences and the actual values ​​of different angular velocities.

6. The vehicle control method according to claim 4, characterized in that, Determining the force of the functional motor using the first angular velocity and the second angular velocity includes: Calculate the angular velocity deviation between the first angular velocity and the second angular velocity; The lane keeping assist system function integral at the current moment is calculated using the angular velocity deviation, integral coefficient, and the lane keeping assist system function integral of the previous moment; The motor force of the lane keeping assist system is determined based on the functional integral of the lane keeping assist system at the current moment.

7. The vehicle control method according to claim 6, characterized in that, The calculation of the lane keeping assist system function integral at the current moment using the angular velocity deviation, the integral coefficient, and the lane keeping assist system function integral of the previous moment includes: The angular velocity deviation, the integral coefficient, and the preset value are continuously multiplied to obtain the product result, wherein the preset value is used to represent the number of times the integral is accumulated within the preset sampling period; The product result is added to the lane keeping assist system function integral of the previous time moment to obtain the lane keeping assist system function integral of the current time moment.

8. The vehicle control method according to claim 6, characterized in that, The motor force of the lane keeping assist system is determined based on the functional integral of the lane keeping assist system at the current moment, including: The compensation torque of the steering motor is determined based on the lane keeping assist system function integral at the current moment; The functional motor force is determined by using the compensation torque and the motor torque limit value of the steering motor.

9. A vehicle, characterized in that, include: Memory, which stores executable programs; A processor for running the program, wherein the program, when running, executes the vehicle control method according to any one of claims 1 to 8.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium includes a stored executable program, wherein, when the executable program is executed, it controls the device on which the storage medium is located to perform the vehicle control method according to any one of claims 1 to 8.

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