Vehicle control method, vehicle, and storage medium

Abstract

This application provides a vehicle control method, a vehicle, and a storage medium. The method includes: acquiring the vehicle's lateral acceleration, function identifier, absolute value of hand torque, current wheel angle, and planned driving path, wherein the function identifier is used to represent the encoded identifier of an activated autonomous driving function, and the absolute value of hand torque is used to represent the magnitude of the torque applied by the driver to the steering wheel; determining a target torque range based on the lateral acceleration, function identifier, and absolute value of hand torque; determining a target wheel angle based on the planned driving path, absolute value of hand torque, and current wheel angle; and controlling the vehicle's movement based on the target torque range and target wheel angle. This application solves the technical problem in related technologies where autonomous driving systems cannot adapt to the driver's operating intentions, resulting in poor situational response capabilities.

Description

Technical Field

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

[0002] In the field of autonomous driving, human-machine interaction mode refers to the mechanism for safe, efficient, and natural information exchange and control coordination between the driver and the autonomous driving system. Human-machine interaction mode uses methods such as steering wheel torque, visual cues, audible warnings, and tactile feedback to transmit system status, intentions, and limits in real time, enabling the driver to accurately understand the behavior of the autonomous driving system and seamlessly take over control when necessary.

[0003] However, existing human-computer interaction methods suffer from rigid system responses and a lack of flexible adaptation to driver intentions, resulting in stiff interactions and poor situational responsiveness.

[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 storage medium to at least solve the technical problem in the related art that the autonomous driving system cannot adapt to the driver's operating intentions, resulting in poor situational response capabilities.

[0006] According to one aspect of the embodiments of this application, a vehicle control method is provided, comprising: acquiring the vehicle's lateral acceleration, function identifier, absolute value of hand torque, current wheel angle, and planned driving path, wherein the function identifier is used to represent the coded identifier of an activated autonomous driving function, and the absolute value of hand torque is used to represent the magnitude of the torque applied by the driver to the steering wheel; determining a target torque range based on the lateral acceleration, function identifier, and absolute value of hand torque; determining a target wheel angle based on the planned driving path, absolute value of hand torque, and current wheel angle; and controlling the vehicle's movement based on the target torque range and target wheel angle.

[0007] Furthermore, the target torque range is determined based on lateral acceleration, function identifier, and absolute value of hand torque, including: determining the base torque value based on lateral acceleration, function identifier, and absolute value of hand torque, and determining the target torque offset based on the absolute value of hand torque; determining the initial torque range based on the base torque value, target torque offset, and preset torque safety limit; and determining the target torque range based on the function identifier, absolute value of hand torque, and initial torque range.

[0008] Furthermore, the basic torque value is determined based on the lateral acceleration, function identifier, and absolute value of hand torque, including: determining an adaptive coefficient based on the function identifier and absolute value of hand torque, wherein the adaptive coefficient is inversely proportional to the absolute value of hand torque; and determining the basic torque value based on the adaptive coefficient and lateral acceleration.

[0009] Furthermore, the target torque offset is determined based on the absolute value of the hand torque, including: determining the target torque offset based on the base torque offset, the attenuation coefficient, and the absolute value of the hand torque, wherein the base torque offset and the attenuation coefficient are preset parameters related to the autonomous driving function.

[0010] Furthermore, the initial torque range is determined based on the base torque value, the target torque offset, and the preset torque safety limit, including: determining the upper limit of the initial torque range based on the base torque value, the target torque offset, and the preset torque safety limit; determining the lower limit of the initial torque range based on the base torque value, the target torque offset, and the preset torque safety limit; and determining the initial torque range based on the upper and lower limits.

[0011] Furthermore, the target torque range is determined based on the function identifier, the absolute value of the hand torque, and the initial torque range, including: determining the working state of the autonomous driving function based on the function identifier; determining the adaptive slope based on the working state and the absolute value of the hand torque; and smoothing the initial torque range based on the adaptive slope to obtain the target torque range.

[0012] Furthermore, the target wheel angle is determined based on the planned driving path, the absolute value of the hand torque, and the current wheel angle, including: obtaining a fusion threshold; determining a fusion weight based on the fusion threshold and the absolute value of the hand torque; and determining the target wheel angle based on the fusion weight, the planned driving path, and the current wheel angle.

[0013] Furthermore, vehicle driving is controlled based on the target torque range and the target wheel angle, including: maintaining the output torque of the automatic driving function within the target torque range, and controlling the steering wheel angle to be consistent with the target wheel angle.

[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 the vehicle's lateral acceleration, function identifier, absolute value of hand torque, current wheel angle, and planned driving path, wherein the function identifier is used to represent the encoding identifier of an activated autonomous driving function, and the absolute value of hand torque is used to represent the magnitude of the torque applied by the driver to the steering wheel; a first determination module, configured to determine a target torque range based on the lateral acceleration, function identifier, and absolute value of hand torque; a second determination module, configured to determine a target wheel angle based on the planned driving path, absolute value of hand torque, and current wheel angle; and a control module, configured to control the vehicle's movement based on the target torque range and target wheel angle.

[0015] Furthermore, the first determining module is also used to determine the basic torque value based on the lateral acceleration, function identifier, and absolute value of hand torque, and to determine the target torque offset based on the absolute value of hand torque; to determine the initial torque range based on the basic torque value, the target torque offset, and the preset torque safety limit; and to determine the target torque range based on the function identifier, the absolute value of hand torque, and the initial torque range.

[0016] Furthermore, the first determining module is also used to determine the adaptive coefficient based on the function identifier and the absolute value of the hand torque, wherein the adaptive coefficient is inversely proportional to the absolute value of the hand torque; and to determine the basic torque value based on the adaptive coefficient and the lateral acceleration.

[0017] Furthermore, the first determining module is also used to determine the target torque offset based on the basic torque offset, the attenuation coefficient, and the absolute value of the hand torque, wherein the basic torque offset and the attenuation coefficient are preset parameters related to the autonomous driving function.

[0018] Furthermore, the first determining module is also used to determine the upper limit of the initial torque range based on the basic torque value, the target torque offset, and the preset torque safety limit; determine the lower limit of the initial torque range based on the basic torque value, the target torque offset, and the preset torque safety limit; and determine the initial torque range based on the upper and lower limits.

[0019] Furthermore, the first determining module is also used to determine the working state of the autonomous driving function based on the function identifier; determine the adaptive slope based on the working state and the absolute value of the hand torque; and smooth the initial torque range based on the adaptive slope to obtain the target torque range.

[0020] Furthermore, the second determining module is also used to obtain the fusion threshold; determine the fusion weight based on the fusion threshold and the absolute value of the hand torque; and determine the target wheel angle based on the fusion weight, the planned driving path, and the current wheel angle.

[0021] Furthermore, the control module is also used to maintain the output torque of the autonomous driving function within the target torque range, and to control the steering wheel angle to be consistent with the target wheel angle.

[0022] 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 executable program, wherein the executable program executes the vehicle control method described in any of the above embodiments when running on the processor.

[0023] According to another aspect of the embodiments of this application, a computer-readable storage medium is also provided, wherein a computer program is stored in the computer-readable storage medium, and the computer program is configured to execute the vehicle control method described in any of the above when it is run on a computer or processor.

[0024] 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 vehicle control methods in various embodiments of this application.

[0025] According to another aspect of the embodiments of this application, a computer program product is also provided, including a non-volatile computer-readable storage medium storing a computer program, which, when executed by a processor, implements the vehicle control method in various embodiments of this application.

[0026] According to another aspect of the embodiments of this application, a computer program is also provided, which, when executed by a processor, implements the vehicle control methods in various embodiments of this application.

[0027] In this embodiment, the vehicle's lateral acceleration, function identifier, absolute value of hand torque, current wheel angle, and planned driving path are first obtained. The function identifier represents the coded identifier of the activated autonomous driving function, and the absolute value of hand torque represents the magnitude of the torque applied by the driver to the steering wheel. Then, a target torque range is determined based on the lateral acceleration, function identifier, and absolute value of hand torque. Next, a target wheel angle is determined based on the planned driving path, absolute value of hand torque, and current wheel angle. Finally, the vehicle is controlled based on the target torque range and target wheel angle, achieving the goal of dynamically adapting to the intensity and intent of driver intervention. This improves the system's robustness and the smooth transition of human-machine control, thereby solving the technical problem in related technologies where autonomous driving systems cannot adapt to driver's operating intentions, resulting in poor situational response capabilities. Attached Figure Description

[0028] 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:

[0029] Figure 1 This is a flowchart of a vehicle control method according to an embodiment of this application;

[0030] Figure 2 This is a flowchart illustrating the determination of the target torque range according to an embodiment of this application;

[0031] Figure 3 This is a flowchart illustrating the determination of the target wheel angle according to an embodiment of this application;

[0032] Figure 4 This is a schematic diagram of an optional system architecture according to an embodiment of this application;

[0033] Figure 5 This is a schematic diagram of a vehicle control device according to an embodiment of this application. Detailed Implementation

[0034] 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.

[0035] 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.

[0036] According to an embodiment of this application, an embodiment of a vehicle control method 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.

[0037] This embodiment provides a vehicle control method. Figure 1 This is a flowchart of a vehicle control method according to an embodiment of this application, such as... Figure 1 As shown, the process includes the following steps:

[0038] Step S10: Obtain the vehicle's lateral acceleration, function identifier, absolute value of hand torque, current wheel angle, and planned driving path. The function identifier is used to represent the code identifier of the activated autonomous driving function, and the absolute value of hand torque is used to represent the magnitude of the torque applied by the driver to the steering wheel.

[0039] In this embodiment, lateral acceleration refers to the acceleration experienced by the vehicle in the lateral direction (perpendicular to the direction of travel), which is used to characterize the current lateral dynamic state of the vehicle and reflect the intensity of the steering.

[0040] The function identifier is a code used to uniquely identify the currently activated autonomous driving function. For example, lane centering control is 0x01, emergency lane keeping is 0x02, and navigation-assisted driving is 0x03. There are no restrictions here.

[0041] The absolute value of hand torque is the absolute value of the torque applied by the driver to the steering wheel, used to quantify the intensity of the driver's intervention.

[0042] The current wheel angle is the actual wheel angle fed back by the steering actuator. It is obtained in real time by the vehicle controller area network (CAN) bus and reflects the current real physical position of the steering wheel.

[0043] The planned driving path is the desired trajectory generated by the autonomous driving controller based on the map, lane lines and perception information, representing the ideal steering path that the vehicle should follow.

[0044] For example, after the system is powered on, the vehicle speed (v) and yaw rate (ω) are obtained from the CAN bus. After low-pass filtering of v and ω, they are multiplied to obtain the lateral acceleration a_y. When v is lower than the low-speed threshold (e.g., 2 m / s), a_y is set to 0.

[0045] The torque sensor voltage is read, converted into driver's hand torque (T_d), and then dead zone processing (considered as 0 within ±0.1Nm) and filtering are performed. The absolute value of the hand torque |T_d| is then calculated.

[0046] Read the current wheel angle θ_actual from the steering controller feedback message.

[0047] Receive the planned driving path from the upstream controller. The planned driving path includes the desired wheel turning angle (θ_des) and function request instructions.

[0048] Based on preset priorities (emergency > safety > comfort) and enabling conditions (such as intelligent driving function status, driver monitoring system status), arbitration obtains the unique identifier (Func_ID) of the currently active function and determines the system status ("activated", "exited", "switch").

[0049] It can be seen that by synchronously acquiring key signals such as lateral acceleration, function indicators, absolute value of hand torque, current wheel angle and planned driving path, a multi-dimensional perception foundation for human-machine collaborative control is constructed, ensuring real-time and multi-dimensional recognition of the driver's intentions, avoiding misjudgments caused by signal lag or single input, and improving the response accuracy and stability of control decisions.

[0050] Step S12: Determine the target torque range based on lateral acceleration, function indicator, and absolute value of hand torque;

[0051] In this embodiment, the target torque range is the upper and lower limits of the allowable output torque dynamically set for the steering actuator, used to constrain the auxiliary torque applied to the steering wheel by the autonomous driving system during human-machine co-driving, so as to avoid conflict with the driver's input.

[0052] Determining the target torque range based on lateral acceleration, function indicators, and absolute value of hand torque can be understood as dynamically constructing a real-time adaptive torque allowable range based on the vehicle's current lateral dynamic demand (lateral acceleration), the type of activated automatic driver assistance function (function indicator), and the driver's intervention intensity (absolute value of hand torque), thereby obtaining the target torque range.

[0053] For example, the lateral acceleration (a_y) of the vehicle is first calculated in real time. a_y is then multiplied by a coefficient K, which is negatively correlated with the absolute value of the driver's hand torque (|T_d|), to obtain the base torque value Torq0. Simultaneously, the torque offset Torqoffset, which is negatively correlated with |T_d|, is determined.

[0054] Next, a dynamic torque window is constructed: Torqmax = Torq0 + Torqoffset, Torqmin = Torq0 - Torqoffset, and the amplitude of the dynamic torque window is limited within a safe upper limit. All parameters (K, Torqoffset function, safe upper limit) can be configured differently according to the current function (comfort / safety / emergency).

[0055] Finally, when a function is activated, deactivated, or switched, a ramp filter is applied to Torqmax or Torqmin to determine the target torque range.

[0056] By dynamically linking the torque window of the absolute value of the hand torque with adaptive Ramp switching, the phenomena of "grabbing the steering wheel" and "hitting the hand" are fundamentally avoided, achieving a smooth transition between function intervention and withdrawal.

[0057] The ramp slope is dynamically related to |T_d|. When the system automatically exits and |T_d| is small, a gentler ramp is used to release the torque slowly.

[0058] When the system detects that the driver has taken over the reins forcefully (|T_d| is large), it uses a steep slope to rapidly shrink the torque window, thereby achieving a quick and delay-free release of control.

[0059] Therefore, the system can intelligently distinguish the driver's intervention intentions and achieve adaptive switching between "smooth exit" and "rapid emergency release" through dynamic ramp inclination, taking into account both comfort and safe takeover in emergency situations.

[0060] It can be seen that by dynamically determining the target torque range by integrating lateral acceleration, function indicators and absolute values ​​of hand torque, the system can match the assistance force according to the vehicle's lateral dynamic needs, adapt safety and comfort strategies for different driving scenarios based on function type, and respond to the intensity of driver intervention in real time. This improves the naturalness and safety of human-computer interaction, enhances user trust and driving experience.

[0061] Step S14: Determine the target wheel angle based on the planned driving path, the absolute value of the hand torque, and the current wheel angle;

[0062] In this embodiment of the application, the target wheel angle refers to the comprehensive reference angle command that is finally issued to the steering actuator to guide the actual steering of the vehicle.

[0063] Determining the target wheel angle based on the planned driving path, the absolute value of the hand torque, and the current wheel angle can be understood as, while retaining the autonomous driving path tracking capability, dynamically adjusting the control weight between the system planning and the driver's operation by sensing the intensity of the driver's intervention in real time, so that the target wheel angle and the driving intention evolve together.

[0064] For example, the target wheel angle (θ_final) is a weighted sum of the upper-level desired wheel angle (θ_des) and the actuator-feedback actual wheel angle (θ_actual): θ_final = β θ_des+(1-β) θ_actual.

[0065] Among them, the weight β is negatively correlated with |T_d|: the smaller |T_d| is, the larger β is (following θ_des).

[0066] The larger |T_d| is, the smaller β is (following θ_actual), thus causing the steering to be biased towards the actual wheel steering when the driver intervenes, avoiding sudden corrections caused by excessive target deviation after the driver releases the steering wheel.

[0067] By dynamically correcting the target wheel angle using the absolute value of the driver's hand torque, the system can control the target to follow the driver's operation, solving the problem of sudden changes in vehicle posture after intervention caused by the inconsistency between human and machine targets, and significantly improving the system's robustness and the degree of human-machine collaboration.

[0068] It can be seen that by determining the target wheel angle based on the planned driving path, the absolute value of the hand torque, and the current wheel angle, the system's intent and the driver's intent are integrated in real time. This effectively avoids vehicle trajectory oscillations caused by target deviation after intervention, and significantly improves the trajectory continuity, control naturalness, and system robustness during human-machine co-driving.

[0069] Step S16: Control the vehicle's movement based on the target torque range and target wheel angle.

[0070] In this embodiment, controlling vehicle movement based on the target torque range and target wheel angle can be understood as using the dynamically generated target torque range and target wheel angle as dual control commands to collaboratively drive the steering actuator and achieve precise coordinated control of the vehicle. Under the premise of strictly limiting the output torque to not exceed the target torque range, the steering actuator tracks the human-machine fusion steering intention represented by the target wheel angle in real time, ensuring that the automatic driving assistance system will neither cause torque conflict with the driver due to excessive assistance, nor cause abrupt self-correction after intervention due to target deviation.

[0071] For example, the processed target torque range [Torqmin, Torqmax] and target wheel angle θ_final are sent to the steering actuator. The steering actuator must strictly limit the output torque within this target torque range and track the target wheel angle θ_final.

[0072] In addition, the automated driving assistance system continuously monitors the rationality of signals, steering angle tracking errors, and consistency of functional status. Once a fault is detected (such as abnormal hand torque signal or excessive steering angle deviation), a safety downgrade is immediately triggered, such as forcing the torque window to zero, disengaging the assistance function, and issuing a clear takeover warning through the instrument panel.

[0073] It can be seen that by coordinating the target torque range with the adaptive target wheel angle to the steering actuator, precise control of human-machine collaboration is achieved. This avoids driving conflicts caused by excessive torque and also avoids the jerking sensation caused by the system forcibly returning to center after intervention. It significantly improves the smoothness of steering response, safety, and the naturalness of human-machine collaboration, providing users with a stable and natural human-machine co-driving experience.

[0074] Through the above steps, the vehicle's lateral acceleration, function identifier, absolute value of hand torque, current wheel angle, and planned driving path are first obtained. The function identifier is used to represent the coded identifier of the activated autonomous driving function, and the absolute value of hand torque is used to represent the magnitude of the torque applied by the driver to the steering wheel. Then, the target torque range is determined based on the lateral acceleration, function identifier, and absolute value of hand torque. Next, the target wheel angle is determined based on the planned driving path, absolute value of hand torque, and current wheel angle. Finally, the vehicle is controlled to drive based on the target torque range and target wheel angle. This achieves the goal of dynamically adapting to the intensity and intent of driver intervention, thereby improving the system's robustness and the smooth transition of human-machine control. It also solves the technical problem in related technologies where autonomous driving systems cannot adapt to the driver's operating intent, resulting in poor situational response capabilities.

[0075] Furthermore, Figure 2 This is a flowchart illustrating the determination of the target torque range according to an embodiment of this application, such as... Figure 2As shown, in step S12, determining the target torque range based on lateral acceleration, function identifier, and absolute value of hand torque may include the following execution steps:

[0076] Step S121: Determine the base torque value based on the lateral acceleration, function identifier, and absolute value of hand torque, and determine the target torque offset based on the absolute value of hand torque;

[0077] Step S122: Determine the initial torque range based on the basic torque value, the target torque offset, and the preset torque safety limit.

[0078] Step S123: Determine the target torque range based on the function identifier, the absolute value of the hand torque, and the initial torque range.

[0079] In this embodiment, the base torque value is used to reflect the reference steering assist torque that the autonomous driving system should output based on the vehicle's dynamic needs.

[0080] The target torque offset represents the additional assistance flexibility that the automated driving assistance system can provide; the stronger the driver intervention, the smaller the target torque offset.

[0081] The preset torque safety limit is used to ensure that the output torque does not exceed the physical safety boundary of the steering actuator under any operating condition.

[0082] The initial torque range is the original torque range without smoothing.

[0083] Determining the base torque value based on lateral acceleration, function indicators, and the absolute value of the driver's hand torque, and determining the target torque offset based on the absolute value of the driver's hand torque, can be understood as dynamically generating the base torque value based on the vehicle's lateral dynamics requirements, the current autonomous driving assistance mode, and the magnitude of the driver's hand torque. Furthermore, the target torque offset is dynamically determined based on the magnitude of the driver's hand torque.

[0084] Determining the initial torque range based on the base torque value, the target torque offset, and the preset torque safety limit can be understood as constructing an adaptive initial torque range with the base torque value as the center and the target torque offset dynamically scaling with driver intervention, under the premise of the preset torque safety limit.

[0085] Determining the target torque range based on the function identifier, the absolute value of the hand torque, and the initial torque range can be understood as modifying the initial torque range by combining the current functional state of the automatic driving assistance system and the intensity of driver intervention, thus obtaining the target torque range.

[0086] For example, the corresponding parameter set is selected based on the function identifier Func_ID, and table lookup and calculation are performed.

[0087] First, determine the adaptive coefficient K: Based on the current |T_d|, query the "|T_d|-K" mapping table corresponding to Func_ID, and obtain the real-time K value through interpolation.

[0088] The mapping table must satisfy the relationship that the value of K decreases as |T_d| increases. For example, for Lane Centering Control (LCC), the following presets can be used: |T_d|=0, K=1.0, |T_d|=2.0Nm, K=0.5, |T_d|≥3.5Nm, K=0.1.

[0089] Next, calculate the basic torque value Torq0: Torq0 = K a_y. Limits the base torque value, for example, to within ±2.0 Nm; no limit is imposed here.

[0090] Then calculate the target torque offset Torqoffset: Torqoffset=max(0,T_offset_base-λ) |T_d|). Where T_offset_base and attenuation coefficient λ are function-related parameters (e.g., comfort function: T_offset_base=1.5, λ=0.4).

[0091] Next, an initial torque range is generated and then limited:

[0092] Torqmax_raw=min(Torq0+Torqoffset, T_safe_max).

[0093] Torqmin_raw=max(Torq0-Torqoffset,-T_safe_max).

[0094] T_safe_max is the global safety limit, for example, 4.0Nm.

[0095] Finally, the initial torque range is filtered and smoothed based on the adaptive slope to obtain the target torque range.

[0096] If the status of the automated driving assistance system is "Activating", then the preset basic activation slope Slope_act is used.

[0097] If the status of the automated driving assistance system is "exiting", then the dynamic slope Slope_ramp is calculated based on the exit reason and |T_d|.

[0098] Specifically, when the system determines that the reason for exiting is "driver actively taking over" and |T_d| exceeds the preset threshold T_threshold, the system identifies it as an emergency takeover and then activates a steep slope.

[0099] For example, the slope value of a steep incline increases linearly with the increase of hand torque, ensuring that control is released quickly and without delay, thus improving safety.

[0100] If the automatic exit is triggered by the driver assistance system in a non-emergency manner, a preset gentle slope is used to achieve a gradual release of torque and ensure driving comfort.

[0101] Using discrete integration, starting from the previous period, and with Slope_ramp as the rate of change, we approximate the current target value (Torqmax_raw, Torqmin_raw, or 0) to obtain the final outputs Torqmax_final and Torqmin_final for this period.

[0102] The target torque range [Torqmin_final, Torqmax_final] is determined based on Torqmax_final and Torqmin_final.

[0103] As can be seen, the basic torque value is dynamically calculated based on lateral acceleration, function indicators, and the absolute value of hand torque, ensuring a precise match between the auxiliary torque and the vehicle's dynamic requirements. The target torque offset decays non-linearly with the absolute value of hand torque, enabling real-time perception of driver intent and adaptive allocation of control weights, thus improving the sensitivity and naturalness of human-machine collaboration. Under the constraint of a preset torque safety limit, the basic torque and the target torque offset are combined to form an initial torque range, effectively avoiding the risk of steering actuator overload. By combining function indicators and hand torque to correct the initial torque range, dynamic changes in the torque window are achieved under different driver assistance functions, enhancing the response consistency of the automatic driver assistance system under complex conditions and increasing user trust.

[0104] Further, in step S121, determining the base torque value based on the lateral acceleration, function identifier, and absolute value of hand torque may include the following execution steps:

[0105] The adaptive coefficient is determined based on the function identifier and the absolute value of the hand torque, wherein the adaptive coefficient is inversely proportional to the absolute value of the hand torque;

[0106] The base torque value is determined based on the adaptive coefficient and lateral acceleration.

[0107] In this embodiment, the adaptive coefficient is a lookup function preset according to the current automatic driving assistance function identifier. The value of the adaptive coefficient decreases as the absolute value of the driver's hand torque increases, and is used to dynamically adjust the response intensity of the automatic driving assistance system to the vehicle's lateral acceleration.

[0108] Determining the adaptive coefficient based on the function identifier and the absolute value of the hand torque can be understood as dynamically determining the adaptive coefficient based on the current automatic assisted driving function mode and the intensity of driver intervention, thereby improving the accuracy of human-machine collaboration intention recognition.

[0109] Determining the base torque value based on the adaptive coefficient and lateral acceleration can be understood as generating a base torque value that is adaptive to the driving conditions based on the vehicle's dynamic requirements and the adaptive coefficient, ensuring that the torque output meets the trajectory tracking accuracy while avoiding interference with the driver's operation.

[0110] For example, the corresponding parameter set is selected based on the function identifier Func_ID, and table lookup and calculation are performed.

[0111] First, determine the adaptive coefficient K: Based on the current |T_d|, query the "|T_d|-K" mapping table corresponding to Func_ID, and obtain the real-time K value through interpolation. This mapping table must satisfy the relationship that the K value decreases as |T_d| increases.

[0112] For example, for Lane Centering Control (LCC), the following preset values ​​can be used: |T_d|=0, K=1.0, |T_d|=2.0Nm, K=0.5, |T_d|≥3.5Nm, K=0.1.

[0113] Next, calculate the basic torque value Torq0: Torq0 = K a_y. Finally, the base torque value is limited, for example, to within ±2.0 Nm, but no limit is set here.

[0114] It can be seen that determining the adaptive coefficient based on the function identifier and the absolute value of the hand torque can improve the accuracy of human-machine intent recognition and the naturalness of interaction. Determining the base torque value based on the adaptive coefficient and lateral acceleration allows the auxiliary torque of the automatic driving assistance system to dynamically match the vehicle's lateral dynamics requirements, improving control stability and comfort.

[0115] Further, in step S121, determining the target torque offset based on the absolute value of the hand torque may include the following steps:

[0116] The target torque offset is determined based on the base torque offset, the attenuation coefficient, and the absolute value of the hand torque. The base torque offset and the attenuation coefficient are preset parameters related to the autonomous driving function.

[0117] In this embodiment, the basic torque offset is the upper limit of the initial torque allowable range preset by the automatic driving assistance function, representing the maximum assistance flexibility that the automatic driving assistance system can provide without driver intervention.

[0118] The attenuation coefficient is a calibration parameter that controls the decrease in the basic torque offset as the driver's hand torque increases.

[0119] Determining the target torque offset based on the base torque offset, attenuation coefficient, and absolute value of hand torque can be understood as dynamically determining the target torque offset through the base torque offset, attenuation coefficient, and absolute value of hand torque, thereby achieving a non-linear response to the intensity of driver intervention and ensuring a flexible transition and safe yielding of torque distribution during human-machine co-driving.

[0120] For example, the target torque offset is calculated:

[0121] Torqoffset:Torqoffset=max(0,T_offset_base-λ |T_d|).

[0122] Among them, the base torque offset T_offset_base and the attenuation coefficient λ are function-related parameters (e.g., in the comfort function: T_offset_base=1.5, λ=0.4, which are not restricted here).

[0123] It can be seen that by dynamically adjusting the basic torque offset based on the attenuation coefficient and the absolute value of the hand torque, the target torque offset is obtained, enabling the automatic driving assistance system to adaptively adjust the auxiliary torque under different automatic driving assistance functions, which significantly improves the responsiveness of human-machine collaboration and driving trust.

[0124] Further, in step S122, determining the initial torque range based on the basic torque value, the target torque offset, and the preset torque safety limit may include the following execution steps:

[0125] The upper limit of the initial torque range is determined based on the base torque value, the target torque offset, and the preset torque safety limit.

[0126] The lower limit of the initial torque range is determined based on the base torque value, the target torque offset, and the preset torque safety limit.

[0127] The initial torque range is determined based on the upper and lower limits.

[0128] In this embodiment of the application, determining the upper limit of the initial torque range based on the basic torque value, the target torque offset, and the preset torque safety limit can be understood as determining the maximum output torque of the initial torque range based on the vehicle's dynamic requirements and safety boundaries, while ensuring driving safety, thus avoiding torque conflicts and abrupt takeover.

[0129] Determining the lower limit of the initial torque range based on the base torque value, the target torque offset, and the preset torque safety limit can be understood as determining the minimum output torque of the initial torque range based on the vehicle's dynamic needs and safety boundaries. This prevents excessive reverse intervention from causing the vehicle to lose control or hindering the driver's reverse operation, thus ensuring the safety of bidirectional control in human-machine co-driving.

[0130] Determining the initial torque range based on the upper and lower limits can be understood as constructing an initial torque range based on the upper and lower limits, so that the automatic driving assistance system can provide torque assistance only within this initial torque range when the driver intervenes, thereby achieving smooth control of human-machine torque interaction.

[0131] For example, the upper and lower limits of the initial torque range are generated and the initial torque range is limited:

[0132] Torqmax_raw=min(Torq0+Torqoffset, T_safe_max).

[0133] Torqmin_raw=max(Torq0-Torqoffset,-T_safe_max).

[0134] Where T_safe_max is the global safety limit, for example, 4.0Nm, which is not limited here.

[0135] It can be seen that by coordinating the calculation of the upper and lower limits of the initial torque range with the basic torque value, the target torque offset and the preset torque safety limit, a dynamically adaptive initial torque range is constructed. This not only matches the dynamic needs of the vehicle, but also flexibly adjusts the boundary according to the intensity of driver intervention, realizing the intelligent response of the auxiliary torque, effectively avoiding human-machine torque conflict, and improving the smoothness of steering control and the safety of takeover.

[0136] Further, in step S123, determining the target torque range based on the function identifier, the absolute value of the hand torque, and the initial torque range may include the following execution steps:

[0137] Determine the operating status of the autonomous driving function based on the function identifier;

[0138] The adaptive slope is determined based on the working status and the absolute value of the hand torque.

[0139] The initial torque range is smoothed using an adaptive slope to obtain the target torque range.

[0140] In this embodiment of the application, determining the working state of the autonomous driving function based on the function identifier can be understood as identifying the currently activated autonomous driving assistance function and its operating state (activation / exit / switching), clarifying the control mode of the autonomous driving assistance system, and providing a contextual basis for subsequent slope strategies.

[0141] Determining the adaptive slope based on the operating status and the absolute value of the driver's hand torque can be understood as intelligently deciding the torque transition rate by combining the functional status with the magnitude of the driver's hand torque. For example, a gradually changing slope is used to ensure comfort when the driver intervenes lightly, while a steep slope is activated to quickly release control when the driver takes over forcefully.

[0142] The target torque range is obtained by smoothing the initial torque range using an adaptive slope. This can be understood as filtering the upper and lower limits of the initial torque with a dynamic slope to eliminate abrupt changes and achieve smooth convergence or expansion of the initial torque range, ensuring the safety and timeliness of control switching.

[0143] For example, the initial torque range is filtered and smoothed based on an adaptive slope to obtain the target torque range.

[0144] If the status of the automated driving assistance system is "Activating", then the preset basic activation slope Slope_act is used.

[0145] If the status of the automated driving assistance system is "exiting", then the dynamic slope Slope_ramp is calculated based on the exit reason and |T_d|.

[0146] Specifically, when the system determines that the reason for exiting is "driver actively taking over" and |T_d| exceeds the preset threshold T_threshold, the system identifies it as an emergency takeover and then activates a steep slope.

[0147] The steep slope increases linearly with the increase of the hand torque, ensuring rapid and delayed release of control and improving safety.

[0148] If the automatic exit is triggered by the driver assistance system in a non-emergency manner, a preset gentle slope is used to achieve a gradual release of torque and ensure driving comfort.

[0149] Using discrete integration, starting from the previous period, and with Slope_ramp as the rate of change, we approximate the current target value (Torqmax_raw, Torqmin_raw, or 0) to obtain the final outputs Torqmax_final and Torqmin_final for this period.

[0150] The target torque range [Torqmin_final, Torqmax_final] is determined based on Torqmax_final and Torqmin_final.

[0151] It can be seen that by identifying the current driving mode through function indicators, dynamically determining the adaptive slope by combining hand torque, and smoothing the target torque range based on the adaptive slope, the naturalness, safety, and user trust of human-machine collaboration can be effectively improved.

[0152] Furthermore, Figure 3 This is a flowchart illustrating the determination of the target wheel's turning angle according to an embodiment of this application, such as... Figure 3 As shown, in step S14, determining the target wheel angle based on the planned driving path, the absolute value of the hand torque, and the current wheel angle may include the following execution steps:

[0153] Step S141: Obtain the fusion threshold;

[0154] Step S142: Determine the fusion weight based on the fusion threshold and the absolute value of the hand torque;

[0155] Step S143: Determine the target wheel angle based on the fusion weight, the planned driving path, and the current wheel angle.

[0156] In this embodiment, the fusion threshold is a preset dividing point for driver intervention intensity, used to distinguish between "system-dominated" and "driver-dominated" modes. When the absolute value of the hand torque is lower than the fusion threshold, the automated driving assistance system still maintains dominant control; when it is higher than the fusion threshold, the automated driving assistance system gradually relinquishes control to the driver.

[0157] The fusion weight reflects the fusion ratio between the system's expected output wheel angle and the driver's actual operation.

[0158] The fusion threshold can be understood as obtaining a preset critical value for the intensity of driver intervention, which is used to delineate the boundary between the "system-led" and "human-machine collaborative" modes. For example, if it is set to 2.5 Nm, it is considered a slight correction if it is below this value, and considered as the driver actively taking over if it is above this value.

[0159] Determining the fusion weight based on the fusion threshold and the absolute value of the hand torque can be understood as dynamically calculating the fusion weight from the absolute value of the hand torque and the fusion threshold to ensure a smooth transfer of control.

[0160] Determining the target wheel angle based on the fusion weight, the planned driving path, and the current wheel angle can be understood as dynamically weighting the planned driving path and the current wheel angle based on the fusion weight to obtain the target wheel angle, thereby improving the smoothness and safety of the collaboration.

[0161] For example, the current wheel angle θ_actual is first read from the steering controller feedback message.

[0162] Next, calculate the dynamic fusion weight β: set the fusion threshold T_blend (e.g., 2.5Nm).

[0163] The weight β is calculated as follows:

[0164] β = 1 - min(1, |T_d| / T_blend), that is, as |T_d| increases from 0 to T_blend, β decreases linearly from 1 to 0.

[0165] Finally, the target wheel rotation angle is calculated as: θ_final=β θ_des+(1-β) θ_actual.

[0166] Through the above steps, it is ensured that when the driver does not intervene, the automatic driving assistance system follows the expected wheel turning angle (θ_des) in the planned driving path. However, when the driver intervenes forcefully, the automatic driving assistance system gradually "abandons" the original plan and instead "follows" the actual turning angle of the driver.

[0167] It can be seen that by setting a fusion threshold to achieve accurate classification of the driver's intervention intention, and by dynamically calculating the fusion weight in combination with the absolute value of the hand torque, the planned turning angle and the measured turning angle are then weighted and fused based on the fusion weight. This effectively eliminates the trajectory abrupt change and return-to-center impact caused by the inconsistency between human and machine objectives, and improves the smoothness, robustness and human-machine trust of steering coordination.

[0168] Furthermore, in step S16, controlling the vehicle's movement based on the target torque range and the target wheel angle may include the following execution steps:

[0169] The system controls the output torque of the autonomous driving function to remain within the target torque range, and controls the steering wheel angle to match the target wheel angle.

[0170] In this embodiment, controlling the output torque of the autonomous driving function to remain within the target torque range and controlling the steering wheel angle to be consistent with the target wheel angle can be understood as follows: by strictly limiting the output torque of the electric power steering system within the target torque range, the system's auxiliary torque is always coordinated with the driver's intention to avoid overload or conflict. Furthermore, by driving the steering actuator to track the target wheel angle in real time, the actual steering posture of the vehicle is kept consistent with the optimal control target after system fusion. Thus, under the premise of ensuring safety boundaries, dual coordinated control of output torque and wheel angle is achieved, ultimately achieving high-precision, low-latency, and high-comfort steering response under human-machine co-driving.

[0171] For example, Torqmin_final, Torqmax_final, and θ_final are packaged and sent to the steering controller. The steering controller needs to strictly limit its motor output torque within the range of [Torqmin_final, Torqmax_final] and control the motor position to track θ_final.

[0172] In addition, the automated driving assistance system continuously monitors the rationality of signals, steering angle tracking errors, and consistency of functional status. Once a fault is detected (such as abnormal hand torque signal or excessive steering angle deviation), a safety downgrade is immediately triggered, such as forcing the torque window to zero, disengaging the assistance function, and issuing a clear takeover warning through the instrument panel.

[0173] It can be seen that by strictly limiting the output torque of the steering actuator to the dynamic target range and accurately tracking the fused target wheel angle, the coordinated closed-loop control of torque constraint and angle following is achieved, effectively eliminating torque mutation and trajectory return shock, ensuring smooth and natural human-machine interaction and precise and stable vehicle response, thereby improving driving safety and comfort.

[0174] Figure 4 This is a schematic diagram of an optional system architecture according to an embodiment of this application, such as... Figure 4 As shown, a human-machine co-driving method based on the coordinated control of steering actuator torque and steering angle is provided. The core is to construct a dynamic torque limit window and a steering angle following mechanism, and to achieve smooth, safe and intelligent adaptive human-machine collaboration by associating key control parameters with the driver's real-time hand torque.

[0175] Specifically, after the system is powered on, it first obtains the vehicle speed (v) and yaw rate (ω) from the CAN bus. After low-pass filtering v and ω, they are multiplied to obtain the lateral acceleration a_y. When v is below the low-speed threshold (e.g., 2 m / s), a_y is set to 0.

[0176] The torque sensor voltage is read, converted into driver's hand torque (T_d), and then dead zone processing (considered as 0 within ±0.1Nm) and filtering are performed. The absolute value of the hand torque |T_d| is then calculated.

[0177] Read the current wheel angle θ_actual from the steering controller feedback message.

[0178] Receive the planned driving path from the upstream controller. The planned driving path includes the desired wheel turning angle (θ_des) and function request instructions.

[0179] Based on preset priorities (emergency > safety > comfort) and enabling conditions (such as intelligent driving function status, driver monitoring system status), arbitration obtains the unique identifier (Func_ID) of the currently active function and determines the system status ("activated", "exited", "switch").

[0180] Next, the corresponding parameter set is selected based on the function identifier Func_ID, and table lookup and calculation are performed. The adaptive coefficient K is determined: based on the current |T_d|, the "|T_d|-K" mapping table corresponding to Func_ID is queried, and the real-time K value is obtained through interpolation. This mapping table must satisfy the relationship that the K value decreases as |T_d| increases.

[0181] For example, for Lane Centering Control (LCC), the following preset values ​​can be used: |T_d|=0, K=1.0; |T_d|=2.0Nm, K=0.5; |T_d|≥3.5Nm, K=0.1.

[0182] Calculate the basic torque value Torq0: Torq0 = K a_y. Limits the base torque value, for example, to within ±2.0 Nm; no limit is imposed here.

[0183] Calculate the target torque offset Torqoffset: Torqoffset = max(0, T_offset_base - λ) |T_d|).

[0184] Where T_offset_base and attenuation coefficient λ are function-related parameters (e.g., comfort function: T_offset_base=1.5, λ=0.4).

[0185] Generate the initial torque range and limit it:

[0186] Torqmax_raw=min(Torq0+Torqoffset, T_safe_max).

[0187] Torqmin_raw=max(Torq0-Torqoffset,-T_safe_max).

[0188] Where T_safe_max is the global safety limit, for example, 4.0Nm.

[0189] The target torque range is obtained by filtering and smoothing the initial torque range based on the adaptive slope.

[0190] If the status of the automated driving assistance system is "Activating", then the preset basic activation slope Slope_act is used.

[0191] If the status of the automated driving assistance system is "exiting", then the dynamic slope Slope_ramp is calculated based on the exit reason and |T_d|.

[0192] Specifically, when the system determines that the reason for exiting is "driver actively taking over" and |T_d| exceeds the preset threshold T_threshold, the system identifies it as an emergency takeover and immediately activates a steep incline. The slope value of the steep incline increases linearly with the increase of the hand torque, ensuring that control is released quickly and without delay, thus improving safety.

[0193] If the automatic exit is triggered by the driver assistance system in a non-emergency manner, a preset gentle slope is used to achieve a gradual release of torque and ensure driving comfort.

[0194] Using discrete integration, starting from the previous period, and with Slope_ramp as the rate of change, we approximate the current target value (Torqmax_raw, Torqmin_raw, or 0) to obtain the final outputs Torqmax_final and Torqmin_final for this period.

[0195] The target torque range [Torqmin_final, Torqmax_final] is determined based on Torqmax_final and Torqmin_final.

[0196] Then calculate the dynamic fusion weight β: set the fusion threshold T_blend (e.g., 2.5Nm).

[0197] The weight β is calculated as follows:

[0198] β = 1 - min(1, |T_d| / T_blend), that is, as |T_d| increases from 0 to T_blend, β decreases linearly from 1 to 0.

[0199] The target wheel rotation angle is calculated as follows: θ_final = β θ_des+(1-β) θ_actual.

[0200] Through the above steps, it is ensured that when the driver does not intervene, the automatic driving assistance system follows the expected wheel turning angle (θ_des) in the planned driving path. However, when the driver intervenes forcefully, the automatic driving assistance system gradually "abandons" the original plan and instead "follows" the actual turning angle of the driver.

[0201] The Torqmin_final, Torqmax_final, and θ_final values ​​are packaged and sent to the steering controller. The steering controller must strictly limit its motor output torque within the range of [Torqmin_final, Torqmax_final] and control the motor position to track θ_final.

[0202] In addition, the automated driving assistance system continuously monitors the rationality of signals, steering angle tracking errors, and consistency of functional status. Once a fault is detected (such as abnormal hand torque signal or excessive steering angle deviation), a safety downgrade is immediately triggered, such as forcing the torque window to zero, disengaging the assistance function, and issuing a clear takeover warning through the instrument panel.

[0203] Through the above implementation methods, this application achieves deep collaboration between human and machine steering control. The automatic driving assistance system can intelligently perceive the driver's intentions and hand over or take over the control of the steering wheel in a reasonable manner, thereby fundamentally improving the comfort, safety and user trust of intelligent driving.

[0204] 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.

[0205] 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.

[0206] Figure 5 This is a schematic diagram of a vehicle control device according to an embodiment of this application, such as... Figure 5 As shown, the vehicle control device 500 includes: an acquisition module 501, used to acquire the vehicle's lateral acceleration, function identifier, absolute value of hand torque, current wheel angle, and planned driving path, wherein the function identifier is used to represent the coded identifier of the activated autonomous driving function, and the absolute value of hand torque is used to represent the magnitude of the torque applied by the driver to the steering wheel; a first determination module 502, used to determine a target torque range based on the lateral acceleration, function identifier, and absolute value of hand torque; a second determination module 503, used to determine a target wheel angle based on the planned driving path, absolute value of hand torque, and current wheel angle; and a control module 504, used to control the vehicle's movement based on the target torque range and target wheel angle.

[0207] Furthermore, the first determining module 502 is also used to determine the basic torque value based on the lateral acceleration, the function identifier, and the absolute value of the hand torque, and to determine the target torque offset based on the absolute value of the hand torque; to determine the initial torque range based on the basic torque value, the target torque offset, and the preset torque safety limit; and to determine the target torque range based on the function identifier, the absolute value of the hand torque, and the initial torque range.

[0208] Furthermore, the first determining module 502 is also used to determine the adaptive coefficient based on the function identifier and the absolute value of the hand torque, wherein the adaptive coefficient is inversely proportional to the absolute value of the hand torque; and to determine the basic torque value based on the adaptive coefficient and the lateral acceleration.

[0209] Furthermore, the first determining module 502 is also used to determine the target torque offset based on the basic torque offset, the attenuation coefficient, and the absolute value of the hand torque, wherein the basic torque offset and the attenuation coefficient are preset parameters related to the autonomous driving function.

[0210] Furthermore, the first determining module 502 is also used to determine the upper limit of the initial torque range based on the basic torque value, the target torque offset, and the preset torque safety limit; determine the lower limit of the initial torque range based on the basic torque value, the target torque offset, and the preset torque safety limit; and determine the initial torque range based on the upper limit and the lower limit.

[0211] Furthermore, the first determining module 502 is also used to determine the working state of the autonomous driving function based on the function identifier; determine the adaptive slope based on the working state and the absolute value of the hand torque; and smooth the initial torque range based on the adaptive slope to obtain the target torque range.

[0212] Furthermore, the second determining module 503 is also used to obtain a fusion threshold; determine a fusion weight based on the fusion threshold and the absolute value of the hand torque; and determine the target wheel angle based on the fusion weight, the planned driving path, and the current wheel angle.

[0213] Furthermore, the control module 504 is also used to control the output torque of the autonomous driving function to remain within the target torque range, and to control the steering wheel angle to be consistent with the target wheel angle.

[0214] 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 executable program, wherein the executable program executes the vehicle control method described in any of the above embodiments when running on the processor.

[0215] Optionally, in this embodiment, the processor in the vehicle can be configured to run a computer program to perform the following steps:

[0216] Step S10: Obtain the vehicle's lateral acceleration, function identifier, absolute value of hand torque, current wheel angle, and planned driving path. The function identifier is used to represent the code identifier of the activated autonomous driving function, and the absolute value of hand torque is used to represent the magnitude of the torque applied by the driver to the steering wheel.

[0217] Step S12: Determine the target torque range based on lateral acceleration, function indicator, and absolute value of hand torque;

[0218] Step S14: Determine the target wheel angle based on the planned driving path, the absolute value of the hand torque, and the current wheel angle;

[0219] Step S16: Control the vehicle's movement based on the target torque range and target wheel angle.

[0220] According to another aspect of the embodiments of this application, a computer-readable storage medium is also provided, wherein a computer program is stored in the computer-readable storage medium, and the computer program is configured to execute the vehicle control method described in any of the above when it is run on a computer or processor.

[0221] Optionally, in this embodiment, the computer-readable storage medium may be configured to store a computer program for performing the following steps:

[0222] Step S10: Obtain the vehicle's lateral acceleration, function identifier, absolute value of hand torque, current wheel angle, and planned driving path. The function identifier is used to represent the code identifier of the activated autonomous driving function, and the absolute value of hand torque is used to represent the magnitude of the torque applied by the driver to the steering wheel.

[0223] Step S12: Determine the target torque range based on lateral acceleration, function indicator, and absolute value of hand torque;

[0224] Step S14: Determine the target wheel angle based on the planned driving path, the absolute value of the hand torque, and the current wheel angle;

[0225] Step S16: Control the vehicle's movement based on the target torque range and target wheel angle.

[0226] 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 vehicle control methods in various embodiments of this application.

[0227] Optionally, in this embodiment, the computer program in the above-described computer program product can be configured to perform the following steps when executed by a processor:

[0228] Step S10: Obtain the vehicle's lateral acceleration, function identifier, absolute value of hand torque, current wheel angle, and planned driving path. The function identifier is used to represent the code identifier of the activated autonomous driving function, and the absolute value of hand torque is used to represent the magnitude of the torque applied by the driver to the steering wheel.

[0229] Step S12: Determine the target torque range based on lateral acceleration, function indicator, and absolute value of hand torque;

[0230] Step S14: Determine the target wheel angle based on the planned driving path, the absolute value of the hand torque, and the current wheel angle;

[0231] Step S16: Control the vehicle's movement based on the target torque range and target wheel angle.

[0232] According to another aspect of the embodiments of this application, a computer program product is also provided, including a non-volatile computer-readable storage medium storing a computer program, which, when executed by a processor, implements the vehicle control method in various embodiments of this application.

[0233] Optionally, in this embodiment, the computer program in the above-described computer program product can be configured to perform the following steps when executed by a processor:

[0234] Step S10: Obtain the vehicle's lateral acceleration, function identifier, absolute value of hand torque, current wheel angle, and planned driving path. The function identifier is used to represent the code identifier of the activated autonomous driving function, and the absolute value of hand torque is used to represent the magnitude of the torque applied by the driver to the steering wheel.

[0235] Step S12: Determine the target torque range based on lateral acceleration, function indicator, and absolute value of hand torque;

[0236] Step S14: Determine the target wheel angle based on the planned driving path, the absolute value of the hand torque, and the current wheel angle;

[0237] Step S16: Control the vehicle's movement based on the target torque range and target wheel angle.

[0238] According to another aspect of the embodiments of this application, a computer program is also provided, which, when executed by a processor, implements the vehicle control methods in various embodiments of this application.

[0239] Optionally, in this embodiment, the computer program described above can be configured to perform the following steps when executed by the processor:

[0240] Step S10: Obtain the vehicle's lateral acceleration, function identifier, absolute value of hand torque, current wheel angle, and planned driving path. The function identifier is used to represent the code identifier of the activated autonomous driving function, and the absolute value of hand torque is used to represent the magnitude of the torque applied by the driver to the steering wheel.

[0241] Step S12: Determine the target torque range based on lateral acceleration, function indicator, and absolute value of hand torque;

[0242] Step S14: Determine the target wheel angle based on the planned driving path, the absolute value of the hand torque, and the current wheel angle;

[0243] Step S16: Control the vehicle's movement based on the target torque range and target wheel angle.

[0244] 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.

[0245] 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.

[0246] 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.

[0247] 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.

[0248] 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.

[0249] 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 vehicle's lateral acceleration, function identifier, absolute value of hand torque, current wheel angle, and planned driving path are obtained. The function identifier is used to represent the code identifier of the activated autonomous driving function, and the absolute value of hand torque is used to represent the magnitude of the torque applied by the driver to the steering wheel. The target torque range is determined based on the lateral acceleration, the function identifier, and the absolute value of the hand torque; The target wheel angle is determined based on the planned driving path, the absolute value of the hand torque, and the current wheel angle. The vehicle is controlled to move according to the target torque range and the target wheel angle.

2. The method according to claim 1, characterized in that, Determining the target torque range based on the lateral acceleration, the function identifier, and the absolute value of the hand torque includes: The base torque value is determined based on the lateral acceleration, the function identifier, and the absolute value of the hand torque, and the target torque offset is determined based on the absolute value of the hand torque. The initial torque range is determined based on the base torque value, the target torque offset, and the preset torque safety limit. The target torque range is determined based on the function identifier, the absolute value of the hand torque, and the initial torque range.

3. The method according to claim 2, characterized in that, The determination of the base torque value based on the lateral acceleration, the function identifier, and the absolute value of the hand torque includes: An adaptive coefficient is determined based on the function identifier and the absolute value of the hand torque, wherein the adaptive coefficient is inversely proportional to the absolute value of the hand torque; The base torque value is determined based on the adaptive coefficient and the lateral acceleration.

4. The method according to claim 2, characterized in that, The step of determining the target torque offset based on the absolute value of the hand torque includes: The target torque offset is determined based on the base torque offset, the attenuation coefficient, and the absolute value of the hand torque, wherein the base torque offset and the attenuation coefficient are preset parameters related to the autonomous driving function.

5. The method according to claim 2, characterized in that, Determining the initial torque range based on the base torque value, the target torque offset, and the preset torque safety limit includes: The upper limit of the initial torque range is determined based on the base torque value, the target torque offset, and the preset torque safety limit. The lower limit of the initial torque range is determined based on the base torque value, the target torque offset, and the preset torque safety limit. The initial torque range is determined based on the upper limit and the lower limit.

6. The method according to claim 2, characterized in that, Determining the target torque range based on the function identifier, the absolute value of the hand torque, and the initial torque range includes: The operating status of the autonomous driving function is determined based on the function identifier; The adaptive slope is determined based on the working state and the absolute value of the hand torque. The initial torque range is smoothed according to the adaptive slope to obtain the target torque range.

7. The method according to claim 1, characterized in that, Determining the target wheel angle based on the planned driving path, the absolute value of the hand torque, and the current wheel angle includes: Obtain the fusion threshold; The fusion weight is determined based on the fusion threshold and the absolute value of the hand torque. The target wheel angle is determined based on the fusion weight, the planned driving path, and the current wheel angle.

8. The method according to claim 1, characterized in that, The method of controlling the vehicle's movement based on the target torque range and the target wheel angle includes: The output torque of the autonomous driving function is maintained within the target torque range, and the steering wheel angle is controlled to be consistent with the target wheel angle.

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

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program, wherein the computer program is configured to execute the vehicle control method according to any one of claims 1 to 8 when run on a computer or processor.

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